TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Appendix to the Journals of the House of Representatives, 1930 Session I, H-40

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1930. NEW ZEALAND.

TRANSPORT DEPARTMENT (ANNUAL REPORT OF).

Presented to both Houses of the General Assembly by Leave.

Sir,— Transport Department, Ist October, 1930. Herewith I have the honour to submit the annual report of the Transport Department for the year ended 31st March, 1930. I have, &c., J. S. Hunter, Commissioner of Transport. The Hon. W. B. Taverner, Minister of Transport, Wellington.

INDEX. PAGE A. Introductory .. .. .. .. .. .. .. .. 2 B. Ministry of Transport— 1. Review of Activities since Formation .. .. .. .. .. 2 2. Functions of Department .. .. .. .. .. .. 8 3. Organization and Staffing .. .. .. .. .. .. 8 4. Enforcement of Eegulations, &c. .. .. .. .. .. 9 5. Protection of Roads .. .. .. .. .. 10 C. Economic Basis of Transport in New Zealand .. .. .. 10 D. Survey of Land Transport Facilities— (a) General .. .. .. .. .. .. .. 21 (b) Development of Motor Transport in New Zealand .. .. .. 26 (c) Railways and Motor Transport .. .. .. .. 34 E. Roads — 1. Construction, Maintenance, and Classification .. .. .. 43 2. Road Costs and the Motor in New Zealand .. .. .. 47 F. Mechanical Development in Motor Transport .. .. .. 58 G. Transport Co-ordination .. .. .. .. .. 60 H. Regulation of Commercial Transport— 1. Position in other Countries and in New Zealand .. .. 65 2. Principal Motives for regulation of Commercial Road Transport .. .. 67 Index to Appendix .. .. .. .. • • • • •. 70 Appendix .. .. .. • • • • • ■ • • • • 71

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EEPOET. A. INTRODUCTORY, The termination of the war is generally accepted as being a convenient time from which to trace the growth of motor traffic on a large scale. Before this time, in New Zealand ani in most other countries, road motor transport, while by no means insignificant, was far from being the efficient and far-flung agency of transport which it is at the present time. The growth of road traffic between 1918 and .1922 was very rapid, particularly in the private-car and motor-lorry fields. As a result, in the latter year Parliament decided to institute a system whereby the construction and maintenance of the principal roads of the Dominion were placed under Government subsidy and central control. For this purpose the Main Highways Act, 1922, constituting a Main Highways Board, was established, and power was given to His Excellency the Governor-General to declare any road a main highway, thereby vesting power of control of the road in the Board, and making it in its construction or maintenance available for subsidy from funds vested in the Board by the Act. At that time the funds were principally grants from Parliament and the proceeds of the tire-tax. This Act provided assistance to local authorities in respect of the principal roads, but the rapid growth of motor traffic and the deterioration of the roads caused thereby still remained an anxious problem for all roading authorities. In 1924, therefore, Parliament passed two measures designed to assist matters. One took the form of an amendment of the Public Works Act, under which regulations could be made fixing, in respect of commercial motor-vehicles exceeding 2 tons gross weight, heavy-traffic fees payable to local bodies for road-maintenance purposes, classifying roads, and containing other road-protective measures. These regulations were passed in 1925, and their administration was vested in the Public Works Department. In 1924, also, Parliament passed the Motor-vehicles Act, 1924, providing for the annual licensing of all motor-vehicles (the work being done by the Post Office and the license fees being diverted to the fuuds of the Main Highways Board) and their drivers (this licensing being attended to by local bodies, who also receive the fees). The Act also provides severe penalties for dangerous driving, and other provisions for the regulation of traffic. The general administration of this Act was vested in the Internal Affairs Department. The foregoing measures replaced those formerly in force whereby local authorities could fix heavy-traffic license fees for heavy motor traffic by by-law, and issue annual licenses for all motor-vehicles. These powers presumably had proved satisfactory in view of the growth and wide field of movement of motor transport. About this time the growing use of the motor-omnibus began to give concern to the tramwayowning authorities of New Zealand, and in 1926 the Government of that time provided assistance to such local authorities by passing regulations under the Board of Trade Act for the control of motoromnibus competition with tramways. These regulations were in the same year replaced by the Motoromnibus Traffic Act, 1926, whereby the motor-omnibus competition with the tramways was definitely regulated. This Act, and also the Constructional Regulations issued thereunder, were placed under the administration of the Public Works Department. In 1927, the Motor-spirits Taxation Act was passed by Parliament, this providing for taxation through the Customs at the rate of 4d. per gallon on all motor-spirit consumed in motor-vehicles used on the roads. The general administration of this Act was vested in the Public Works Department, but the system of refunds necessary under the Act was entrusted to the Post Office. The proceeds from this tax were diverted by statute to the funds of the Main Highways Board, which, has been enabled thereby to considerably extend the field of its operations in assisting County Councils with the construction and maintenance of main highways. About this time, in view of the desirability of the different Acts relating to motor transport being administered by one Department, the Motor-vehicles Act, 1924, was transferred by the Government to the administration of the Public Works Department, which then proceeded to issue in draft form regulations containing one uniform code of rules for motor traffic in the Dominion. These were brought into law in 1928 after full opportunity for criticism of them had been provided to all interested parties. In 1928 also the Motor-vehicles Insurance (Third-party Risks) Act was passed providing for the compulsory insurance of every motor-vehicle against the drivers' liability to third parties for injury or death caused by negligent use of the motor-vehicle. The general administration of this Act was attended to by the State Fire and Accident Insurance Department. This was, so far as is known, the first measure of its kind passed within the British Empire. An Act for the same purpose has been passed this year by the British Parliament. B. MINISTRY OF TRANSPORT. 1. REVIEW OF ACTIVITIES SINCE FORMATION. On the 12th February, 1929, the late Right Hon. Sir Joseph Ward, who was then Prime Minister, announced that the Government had decided to constitute a Ministry of Transport, as the Government considered that the very difficult transport problems which had arisen could be given much closer attention funder a separate administration than was possible under the existing The Minister of Transport first appointedjwas the Hon. W. A. Veitch. The Prime Minister also announced the Government'sjintention to form a Transport Advisory Council, representative of all those bodies closely interested in transport matters, for the purpose of advising the Minister of Transport on any subject concerning which he consulted the Council.

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The Department was charged by Cabinet with the administration of the Motor-vehicles Act, 1924; the Motor-omnibus Traffic Act, 1926 ; the Lights on Vehicles Act, 1915 ; those parts of the Public Works Act, 1928, dealing with motor-vehicles or traffic (including the Heavy-traffic Regulations); the Motor-vehicles Insurance (Third-party Risks) Act, 1928 ; and the Motor-spirits Taxation Act, 1927. No alteration was made to the arrangements, whereby the licensing of motor-vehicles and the refunds of motor-spirits tax is carried out by the Post Office, and the inspection of omnibuses is carried out by the Public Works Department, but these activities are subject to the supervision of the Transport Department in so far as policy questions are concerned. One of the first steps taken by the Department was to review the transport situation, and to consider the necessity for proper co-ordination, and measures to give effect to it. The data resulting from this review, and suggestions to provide co-ordination, were placed by the Minister before the Transport Advisory Council, which held its first meeting in June, 1929 for this purpose. The Council was unanimous in its recommendations that a national system of licensing of commercial motor services be established by the methods suggested, and at a further meeting held in September of that year the Government's legislative proposals were also approved. The Council also agreed to various legislative proposals for amendment of the Acts administered by the Department. These proposals grew into shape in the form of the Transport Law Amendment Bill, which was presented to Parliament in the 1929 session. Owing partly to the unavoidable delay in presenting the Bill, and partly to other factors, among them being the misunderstanding by local bodies of many of the proposals, the Government decided not to proceed with the Bill in the meantime. A short measure, the Transport Department Act, 1929, constituting the Ministry and Department, and vesting in it the administration of the foregoing Acts, was passed by Parliament; but, as the Transport Advisory Council had not been agreed to by Parliament, the latter was disbanded. Some of the activities of the Department additional to the considerable investigation and other work necessary in connection with the foregoing proceedings may be briefly outlined as follows :— Motor-omnibus Traffic Act, 1926. So far as the general position under the Motor-omnibus Traffic Act is concerned, it is regretted that this is not so satisfactory as might be. A system by which one local authority is licensing authority for the whole of the area of a motor-omnibus district is itself unsatisfactory, and partly accounts for the lack of enforcement of the Act which appears prevalent in some districts, particularly when tramway protection does not provide an incentive to its enforcement. This lack of enforcement, and also the fact that vehicles of under eight-seats capacity or charging more than 2s. single fare are not bound by the Act, results in the unfair position which exists in many cases, whereby a licensed omnibus proprietor, who has complied with the law and strict safety regulations and is bound to a time-table, is subjected to unregulated competition by vehicles of less than eight seats or by unlicensed omnibuses not subjected in either case to safety regulations or time-table. This effect of the law is also criticized by the General Manager of Railways in the Railways Statement, wherein it is alleged that, as a result of this type of competion, the Railways Department has lost several thousands of pounds in one of its omnibus services. A clause was specially inserted in last session's Transport Law Amendment Bill to meet this position. One of the early tasks was the revision and reissue of the Motor-omnibus (Constructional) Regulations, for which purpose the Transport Advisory Council appointed a subcommittee to consult with departmental officers. As a result, these regulations were reissued in a form which appears to have given satisfaction to all concerned without in any way reducing their importance in providing for public safety and conduct. The clauses of these regulations which have given the most trouble are the ones intended to limit the loads on an omnibus to those for which it was designed. While for various reasons the overloading of a tram is not a very serious matter, the overloading of an omnibus might easily result in a serious accident. Action has recently been taken by the Department to circularize all the important manufacturers of omnibuses concerning the designed capacity of their models, and it is hoped that thereby the manufacturers will obtain complete understanding in respect of New Zealand requirements. The present position so far as compliance with the constructional requirements of omnibuses is concerned is also still unsatisfactory from the point of view of the administrative Department, but is being gradually improved. There are many conflicting interests in this important and essential activity, and the Department has every respect for the needs and difficulties of each party concerned. It endeavours to secure complete regard for the regulations and an appreciation by the proprietors and others of the benefits, both direct and indirect, that do and will compensate them for an early and willing compliance with the requirements of the regulations. Apparently some have not yet realized their obligations and responsibilities, for in several districts the overloading of licensed omnibuses to a more or less dangerous extent, and with resultant damage to the roadway, is an everyday occurrence. Again, certain proprietors have been allowed to license their omnibuses only for the number of passengers seated, instead of covering the total number of seated and standing passengers sanctioned by the Inspecting Engineer's certificate of fitness. The standing passengers are,*of although the relative heavy-traffic fees were not tendered. The omnibus-travelling public prefer to stand within a vehicle with all its seats occupied, rather than stand on a pavement to await the arrival of the next vehicle running to a time schedule. It is in the best interests of the public and is most desirable for other good reasons that " peak-load " and such like traffic be accommodated, within limits, as an extra allowance on the maker's seated-passenger rating. Except in very special circumstances, the proprietor should be obliged to pay fees on the maximum number of passengers that his vehicle is declared fit to carry in the service for which he obtains a license. 1*

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In general, owing to indifferent enforcement of the licensing regulations, the public are not getting the standard of service they are entitled to, nor does the State or the licensing authority obtain as much in fees from the omnibus business as would be paid to them were such traffic controlled properly. The majority of the licensed omnibuses now operating in this Dominion have chassis that were built for the carriage of goods (with a relatively light body), and it is not surprising that they have proved unsuitable for the more exacting passenger-carrying business. One good reason for the preponderance of American-built chassis in New Zealand omnibus service is that small vehicles of eighteen to twenty-five seats were initially required, a type which England was not then offering overseas. However, the experience of the past has proved the commercial chassis a misfit, while the natural growth in passenger traffic has created a demand for larger chassis of the genuine omnibus type, with the result that the new buses meet with approval from all quarters, and will bring to the proprietor the good will of the bus-travelling public. Motor-vehicles Act, 1924. Early this year a conference of all interested parties was called by the Minister for the purpose of reviewing the regulations relating to general motor traffic and to motor-drivers' licenses. The conference very carefully reviewed these regulations, and as a result they have been redrafted with many amendments, and are being circulated for criticism before being finally reissued. Some months later, owing to the serious situation indicated by the numerous motor accidents of recent times, the Minister decided to call a further conference of all interests likely to be able to help in consideration of methods of reducing these accidents. The conference has made some very important recommendations to the Government for this purpose, and these recommendations are at present either being given effect to or are under full investigation with a view to decision. One important result of the conference is that by co-operation with the insurance interests statistics covering a wide field of traffic accidents will be supplied free of cost to the Government. The Minister of Transport has power to approve of mechanical direction-indicators, anti-dazzle devices, and other appliances for fitting to motor-vehicles, and for his guidance a committee of experts, first appointed under Public Works administration, reports on the various appliances submitted. The committee is representative of traffic authorities, police, motor interests, and the Transport Department, and its services, provided at no little sacrifice by the members, are much appreciated. Public Works Act, 1928 (Sections dealing with Traffic). Recently the Department has been successful in obtaining the services of a civil engineer, who was immediately called upon to review the road-classification of various local authorities, commencing with those near Auckland. As a result many of the classifications have been altered with the concurrence of the local bodies concerned, and, as revised, they are generally accepted by both local authorities and heavy-vehicle owners as being reasonable. The rigid-framed three-axled motor-vehicle is one of the latest developments of commercial transport, and it is claimed that this vehicle goes some distance towards solving the problem of the carriage of heavy loads without undue wear on the road. The Government has recently issued regulations with a view to this type of vehicle receiving concessions in connection with maximum weight and road classifications, but these concessions do no more than make recognition of its road-saving qualities as compared with the corresponding type of two-axled vehicle. The same regulations increased by | ton the legal carrying-capacity of fourth-class and third-class roads to overcome an anomaly whereby certain more robust types of motor-lorry (principally of British manufacture) were unduly penalized as compared with the lighter lorry of the same class. Motor-vehicles Insurance (Third-party Risks) Act, 1928. What might be regarded as an anomaly in this Act has been brought to notice, in that if a motorist fails to stop after his negligence has caused an accident an injured party (or his dependants if death results) has no redress from the insurance cover provided by the Act, unless the motorist can be located. A conference of the insurance interests and the Department was held at the request of the Minister to see if some method could be devised to meet such cases without recourse being had to legislation. As a result a scheme has been evolved, and an agreement is at present being circulated to the insurance interests which, if accepted and signed by all, will result in a satisfactory solution of this difficulty. The regulations originally issued, fixing the premiums payable and relative details, were revised and reissued recently with a view to clearing up several points which had caused difficulty. The Act has not been in force for sufficient time to enable the scale of premiums to be reviewed, but this will be done as soon as ample actuarial data exist. Motor-spirits Taxation Act, 1927. Apart from the general question of motor-taxation the principal work involved by the administration of this Act is the refund of the tax to applicants who have used the motor-spirit in a manner entitling them to the refund. This work is done by the Post Office, and, although complaints are received from time to time, it is considered that, in view of the volume of applications and the care necessary to minimize possibility of fraud, the work is done as efficiently and with as little inconvenience to the public as can be expected. Tramways Act, 1908. The Department has been charged by the Government with the administration of this Act, but arrangements have been made meantime for the engineering aspects of the administration (inspection of trams, tracks, &c.) to be attended to by the Public Works Department, while the Transport Department investigates proposals under the Act from the transport point of view.

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Traffic Accidents and Breaches. The primary object of the law relating to traffic generally, and in particular to motor-vehicles, is the protection of the public qua pedestrians and qua motorists. With the number of motor accidents and the death roll therefrom assuming bigger numbers each year, there is a danger that regulations will be relied upon more and more as a panacea for all traffic ills. Care must be taken that what is a means is not regarded in the light of an end. Attention has been directed, and rightly so, to the building-up of a code of traffic laws ; but the large number of cases for breaches thereof that now occupy the Courts suggest that, in addition to keeping the laws up to date, future efforts should be concentrated firstly upon educating the motorist and the pedestrian as to traffic dangers and proper methods of minimizing them, and, secondly, upon a more complete and efficient system of enforcement of the laws. In Britain the Ministry of Transport and local bodies are closely associated with a " safety first " organization whose objects include, inter alia, the education of the public in the traffic dangers. Its activities are widely spread, and are going on all the time, the problems being attacked from every possible angle. An important branch of activity is that directed to the education of the school-children. It is inevitable that a closer grasp of traffic questions by all sections of the community would react to the public benefit. Any expenditure in the direction of educating the public in every avenue possible would yield a rich harvest in a more satisfactory administration of the laws, and in a lower annual loss of life and limb, as well as in a lower aggregate of loss through damage to property. One of the recommendations of the Traffic Accident Conference previously referred to had reference to the institution of a similar " safety " movement in New Zealand, and steps are being taken with this object in view. A further recommendation of the Conference had reference to the second problem —namely, a more complete and efficient enforcement of the traffic laws. The proposals in this recommendation are being fully investigated, more particularly from the viewpoint of expense, and a report will be presented to the Government with recommendations as soon as possible. Some interesting statistics relating to traffic matters follow : —■ Statistical Data. (i) CONVICTIONS. (a) Comparisons since 1923. The following figures are reproduced from page 255 of the 1930 Year-book, and they represent the convictions in the Magistrates' Courts in the Dominion during the calendar years 1923-1929 for breaches of traffic regulations : Calendar year 1923, 8,521 convictions ; 1924, 8,759 ; 1925, 11,993 ; 1926, 14,184 ; 1927, 15,279 ; 1928, 15,651 ; 1929, 16,767. Under the system of classification formerly in use the great majority of breaches of traffic laws were classed as breaches of by-laws. Consequent on the passing of the Motor-vehicles Act, 1924, a partial change was made in that year, and under a new system of classification adopted in 1926 all such offences were removed from the by-laws class, which has now sunk to insignificant proportions. Approximately 2,000 should be added to the above figures for 1923 and 1924 to make them comparable with those for subsequent years. (6) Classification of Convictions, 1929. The following table shows a classification of the convictions for traffic offences during the calendar year 1929, in the four principal cities and the whole Dominion : —

Convictions in Magistrates' Courts. Traffic Offences. i I Auckland Wellington | Christ- | Dunedin ; Dominion City. City. City.: City. j total. [ Total. (1) Negligent driving causing death* (2) Negligent driving endangering human life* (3) Unlawfully converting vehicle to own use .. 23 38 43 11 115 268 (4) Drunk in charge of motor-vehicle .. .. 45 34 27 10 116 418 (5) Drunk in charge of other vehicle .. .. 2 2 7 1 12 60 (6) Excessive speed in motor-vehicle .. .. 98 196 284 26 604 1,609 (7) Negligent or dangerous driving in motor-vehicle 877 394 379 153 1,803 3,291 (8) Riding bicycle on footpath .. .. .. 24 4 404 31 463 777 (9) Negligent and dangerous driving in other vehicle 8 9 12 1 30 67 (10) Breaches of regulations for the lighting of vehicle 483 249 914 161 1,807 4,164 (11) Offences relating to registration, licensing of 408 366 582 208 1,564 3,232 motor-vehicles (12) Breaches of parking regulations .. .. 504 476 280 166 1,426 1,734 (13) Other traffic offences .. .. .. 164 131 231 105 631 1,147 Totals .. .. .. .. 2,636 1,899 3,163 873 8,571 16,767 Deduct non-motor offences— j Drunk in charge of other vehicle .. .. 2 2 7 1 12 , 60 Riding bicycle on footpath .. .. .. 24 4 404 31 463 777 Negligent and dangerous driving other vehicles .. 8 9 12 1 30 67 Breaches, lighting vehicle (one-third of total) .. 161 83 304 54 602 1,388 Totals 195 98 727 87 1,107 | 2,292 Grand totals (motors only) .. 2,441 1,801 2,436 786 7,464 j 14,475 * These offences (1 and 2) are generally finally tried in the Suprems Court, for which the classifications are somewhat different. For negligent driving causing death there were 3 Supreme Court convictions in the Dominion in 1930, and for nagligent driving endang ering human life there were no convictions.

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The preceding figures should be interpreted subject to the following limitations : — (1) They do not represent the total breaches of the law —many break the law, but few are caught, and of those caught a considerable number for evidential and other reasons are not proceeded against. (2) There is reason to believe that outside of the principal towns enforcement is often either very cursory or entirely lacking. (3) Evidential requirements and difficulties of proof. For instance, in cases of excessive speed 2,353 cases were brought, but only 2,142, or 91-03 per cent., were convicted ; cases of negligent and dangerous driving are even more marked, 2,921, or 83-87 per cent., only of the 3,483 cases brought being convicted. Breaches of the regulations relating to the lighting of vehicles showed 5,196 cases and 4,930, or 94-88 per cent., convictions. Altogether, out of 17,978 cases brought during 1928, 16,261, or 90-45 per cent., represented convictions. In other words, approximately one out of every ten cases brought was dismissed. (4) Many convictions are in respect of the same offender. (5) The convictions classed in the four largest cities are not confined to the city residents only. Country residents, &c., may commit breaches in the city area and come before the city Courts. The convictions for traffic offences in 1929 (16,767) represented no less than 36 per cent, of the total convictions during the year, and a rate of 11-40 per 1,000 of the mean population. These figures are impressive. They show how the Magistrates' Courts have been flooded with traffic offences, and indicate the inconvenience to the Courts and motorists involved, particularly where the offence is of a trivial nature. They raise the question as to whether it is worth while employing the complicated and expensive judicial system in many of these trivial cases. This problem has .been met in certain States of the United States of America by standardizing the fines for minor offences, and enabling the culprit to pay the fine to a Traffic Bureau without Court action if he so elects. In point of economy this principle has much in its favour. (ii) ACCIDENTS AND FATALITIES. The statistics relating to convictions for breaches of the traffic laws are indices of the zeal with which the laws are administered, and of the delinquency in this respect of the motorists and others. The number of accidents and fatalities tend to indicate the efficacy of the laws and the extent to which they are observed. (a) Non-fatal Accidents. Curiously enough, there are no statistics extant in respect of the accidents occurring to motorvehicles, save those from which death results. Negotiations are, however, in train with the insurance companies for obtaining sufficient data in respect of the accidents reported to throw some light on the principal causes, and, as mentioned earlier, it is expected from this source to get particulars of the greater proportion of motor accidents in New Zealand. (b) Fatal Accidents. The following table shows the deaths from traumatism in respect of railways, tramways, and motor-vehicles. In classifying deaths under these headings the Statistician has worked on the rule that, in fatalities due to collisions of railway trains and electric tram-cars with motor-vehicles, the death is assigned to the railway train or electric tram-car as being the heavier and more powerful vehicle. In the case of collisions between motor-vehicles and horse-drawn vehicles, the death is assigned to the motor-vehicle :—

Except for a slight drop in 1927 the annual death roll resulting from motor-vehicle accidents has increased very rapidly during the last five years. Averages computed over the last five years show a rate in New Zealand of 10-20 deaths per 100,000 of population. For 1928 m Great Britain the rate worked out at 11-7 per 100,000 population, while the rate for New Zealand for 1928 showed an exceptionally high figure of 12-1 per 100,000 population. For 1929, unfortunately, New Zealand retained this high figure, the rate still being 12-1 per 100,000 of population. Of course, there are relatively more motor-vehicles, if population is taken into account, in New Zealand than in Great Britain, and the roads in the latter country are much better than this country's. Nevertheless, the traffic density is, by virtue of the greater percentage of urban population, more marked in Great Britain than in New Zealand.

JJeatns trom iraumatism by Year. ' " ~ j Railways. Tramways. Motor-vehicles. I I 1921 .. .. .. .. 36 14 69 1922 .. .. .. .. 45 9 61 1923 .. .. .. .. 69 14 59 1924 .. .. .. .. 40 10 94 1925 .. .. .. .. 43 8 108 1926 .. .. .. •• 53 17 149 1927 .. .. .. .. 42 8 138 1928 .. .. .. . • 44 10 176 1929 .. .. 49 5 178

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It should, of course, be borne in mind that the accidents recorded represent cases where death result of the accidents. There must be quite a considerable number'of deaths, which, although primarily due to accidents, do not occur until some time after, and in respect of which no inquest is held. As all inquest reports on death from motor-vehicle accidents are forwarded to this Department a fairly detailed analysis of these accidents is possible, although the number of fatal, accidents is insufficient to form a safe basis for conclusion. The following statistics are drawn from these reports, and cover the majority of fatal accidents occurring between the Ist April, 1929, and the 31st March, 1930 (the figures already quoted for 1929 cover the period Ist January, 1929, to 31st December, 1929) :— Analysis of Fatal Accidents from Ist April, 1929, to 31st March, 1930. (1) Nature of Accident.—-Collisions : Motor-vehicle with —Pedestrian, 52 ; motor-vehicle, 40 ; train, 7 ; tram, 1 ; bicycle, 12 ; horse-vehicle or horse under control, 4 ; fixed object, 6 ; straying stock, 1. No collision: Went over bank, 27 ; otherwise, 22: total accidents, 172. The most noteworthy point about this table is the large proportion of pedestrian fatalities. (2) Persons killed classified in Ages.—o-4 years, 10 ; 5-9 years, 8 ; 10-14 years, 2 ; 15-19 years, 17 ; 20-24 years, 30 ; 25-54 years, 83 ; 55 years and over, 36 : total deaths, 186. It is of interest that the age period between ten and fourteen years is apparently much, the safest so far as motor accidents are concerned. (3) Types of Vehicle involved. —Motor-cycle, 59 ; private motor-car, 105 ; taxicab, 2 ; service-car, 5; motor-omnibus, 3 ; motor- lorry or van, 39; bicycle, 12; tram, 2; horse-drawn, 4; train, 7 ; other vehicle, 1. The private motor-car, the motor- lorry or van, and the motor-cycle are the three main groups. (4) Hour of Accident. —Midnight-1 a.m., 0 ; 1-6 a.m., 7 ; 6-7 a.m., 1 ; 7-8 a.m., 1 ; 8-9 a.m., 6 ; 9-10 a.m., 4 ; 10-11 a.m., 5 ; 11—12 a.m., 11 ; 12-1 p.m., 4 ; 1-2 p.m., 10; 2-3 p.m., 8 ; 3-4 p.m., 2; 4-5 p.m., 24 ; 5-6 p.m., 23 ; 6-7 p.m., 23 ; 7-8 p.m., 11 ; 8-9 p.m., 12 ; 9-10 p.m., 5 ; 10-11 p.m., 8 ; 11-12 p.m., 7. This indicates that from 4 p.m. until 7 p.m. is the period of most danger, as might be expected. (5) Day of Week of Accident.- —Sunday, 26; Monday, 23; Tuesday, 17; Wednesday, 28; Thursday, 21 ; Friday, 22 ; Saturday, 35. When it is considered that most business traffic ceases on Saturday lunch-time, the week-end is obviously a danger period. (6) Persons killed classified by Location. —Pedestrians, 53 ; on motor-cycles, 51 ; on other motorvehicles, 68 ; on other vehicles or horses, 14. The high proportion of motor-cycle deaths (considering their number proportionate to other vehicles) should be a warning to the motor-cyclist. (7) Conditions of Light. —Daylight, 86 ; dusk, 19 ; artificial lighting, 22 ; darkness or moonlight, 45. Considering its short duration, dusk is evidently a dangerous period. (8) Nature of Thoroughfare.—lntersection, 19 ; railway-crossing, 7 ; nature or condition of road (bad surface or bend, &c.) helped accident, 48 ; road conditions not a factor, 98. The number due to road conditions is to be expected in the present state of the country's development. (9) Location. —(a) North Island: Auckland City and environs, 29; Wellington City and environs, 16 ; other towns, 20 ; country, 57. (b) South Island : Christchurch City and environs, 13 ; Dunedin City and environs, 4 ; other towns, 8 ; country, 25. The large proportion occurring in the country bears out the former remarks about general lack of traffic control outside the towns. (10) Causes of Accident. —Breaches of law : Excessive spieed in circumstances —(a) But not exceeding 20 miles per hour, 33 ; (b) Exceeding 20 miles per hour but not exceeding 35 miles, 35 ; (c) Exceeding 35 miles, 18 : total, 86.* On wrong side of road, 24. Did not comply with " off-side " rule, 7. Passing standing tram, 3. Other passing breaches, 9. Failure of driver to signal —Motor-vehicles, 3 ; other vehicles, 2. Breaches of law relating to railway intersections, 7. Vehicle without rear reflector or with inefficient one, 2. Faulty brakes, 8. No lights or inefficient lights (including horse vehicles and bicycles), 22. Glaring headlights, 4. Faulty steering-gear, 3. Faulty tires or wheels, 4. Driver's mild intoxication a factor in accident, 12. Driver's severe intoxication a factor in accident, 3. Driver unlicensed or inexperienced, 5. Straying stock, 1. Other breaches of law, 5. Other causes: Bad weather conditions, 19. Vehicle being reversed, 3. Sun-dazzle, 2. Obstruction to view by parked motor-vehicle, 4. Driver's physical defect a direct cause, 4. Motorist and pedestrian —Motorist at fault, 17 ; pedestrian (not intoxicated) crossing or on road, without care or getting confused, 17 ; pedestrian intoxicated, 5 ; children outside schools, 2 ; infant (under six) not under proper control, 9 ; other causes of pedestrian accidents, 6. Causes not included above, 4. The high proportion of fatalities arising from breaches of the general traffic law indicates that it is to everybody's own interest to learn and obey these laws. The motor-accident is a problem which is now causing much concern to all civilized countries, and which has not yet in this country received the attention which it deserves. The fatality list of nearly two hundred per annum is estimated to represent an economic loss in life alone of £400,000 per annum, and to this must be added loss caused by personal injuries and property damage.

* As in many eases the only source of information re speed was the driver himself, these figures are not a safe guide.

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General. An important activity of the Department is the formation of a complete transport reference library. All the known useful periodicals in English relating to the Department's duties are regularly obtained, and their substance is thoroughly indexed. Numerous works of authority on the various problems of transport are held or being obtained, and statutes and other data relating to transport conditions in other countries are also received. It may, therefore, be stated that the Department is kept thoroughly abreast of the times in its activities. When the library is more complete, it is intended to encourage those interested in transport in New Zealand to regard the Department's library as a bureau of information available to all bona fide inquirers. A task of considerable magnitude has been in progress practically from the commencement of the Department, and is still proceeding —namely, the preparation of statements and statistics showing the full position as regards the incidence of motor-taxation in New Zealand, and reviewing the whole field of such taxation. This is dealt with more fully later in this report, but it is hoped that from these activities an answer may be given to a problem which, so far as is known, has not yet been solved by any country —namely, the correct proportion of the costs of the roads which should be borne by traffic using the roads and by the different classes of such traffic. 2. FUNCTIONS OF DEPARTMENT. The enactments administered by the Transport Department comprise the whole of the New Zealand legislation (other than local Acts) dealing with road transport and the classification and protection of roads. It will be seen, therefore, that the functions of the Transport Department are : — (1) Co-ordination of the available means of transport: (2) The examination of the economic position with regard to roads and road transport: (3) Investigation of the incidence of taxation on all forms of motor transport, based upon I ||j value to community, and costs of road construction and maintenance, value of p-j* £ production, &c. : (4) Protection of roads by means of classification according to weights and speeds : (5) The fixing of standards in vehicle-design for the more economical use of roads and safety to passengers : (6) Registration and licensing of motor-vehicles in general, and measures for the safe regulation of road traffic : (7) The framing of legislative proposals and regulations for the administration of the Department's functions. 3. ORGANIZATION AND STAFFING. The organization of the Department to carry out these functions has been arranged as follows :— 1 Commissioner of Transport as the administrative head of the Department. 2. Road Engineering : Applications were invited for the position of Civil Engineer to the Department, and this position was filled by the appointment of Mr. G. L. Laurenson, A.M.Inst.C.E., A.M.N.Z. Soc.C.E., chartered civil engineer, formerly of the Public Works Department, who will carry out all work in connection with the protection of roads by means of classification according to the transport requirements of the areas to be served, and any other action considered necessary, such as speedrestriction, &c. This officer will also be responsible for all the technical investigation work to enable information to be ascertained as to cost of construction and maintenance of roads of the various standards, with the object of arriving at an approximate index figure representing cost per ton-mile, and also as a basis for ascertaining data upon which to fix motor-taxation. Of course, other economic factors are also necessary to arrive at a reasonable basis of taxation. Generally speaking, the work of the Road Engineer includes all aspects of road construction and maintenance and the use of roads by motor-vehicles for the protection of the roads and safety of the traffic thereon. 3. Mechanical Engineering: The duties and responsibilities of the Mechanical Engineer embrace— (а) All matters relating to the design, construction, maintenance, and proper operation of motor-vehicles ; (б) Essentials in tires, fuels, accessories, and equipment.; (c) The distribution of loads and the cost of operation of motor-vehicles in general: (d) The requirements in road signs and warning-devices : (e) The examination of motor-vehicle and other plans and specifications as a preliminary to the gazetting of approved types : (/) The control of district officers in the enforcement of constructional regulations and in the issue of certificates of fitness for omnibuses that are operating in the motor-omnibus districts : (g) The control of the associated correspondence : (h) His advice upon motor transportation if sought by other Departments ; and (i) He is the Department's Engineer representative on the Motor-vehicle Mechanical Appliances Committee. In the fast-developing field of motor transportation it is an imperative duty of the Mechanical Engineer to attempt to keep abreast of the times by the study of technical publications and papers, also through the perusal of the selected invaluable periodicals which are received regularly from overseas.

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Mr. H. C. TJeays, A.M.I.Mech.E., A.M.N.Z.Soc.C.E., Chartered Mechanical Engineer, is the officer charged with these duties. He was previously Mechanical Engineer to the Public Works Department, and has, therefore, been responsible for this work from its initiation by the passing of the Motor-omnibus Traffic Act, 1926. 4. Transport, Finance, and Statistics: The functions of the Transport Officer and Accountant are broadly as follows : — (a) To conduct economic and statistical investigations into all phases of transport in New Zealand, particularly road and rail services : (b) To estimate or measure the optimum transport requirements of the various economic areas in New Zealand and in the Dominion as a whole, and to report on the existing services in the light of their adequacy or inadequacy : (c) To study all the economic aspects of transport in all forms as it exists in other countries, so that development in New Zealand may be kept in line : (d) To study the economic and social aspects of the problem of motor-taxation and the financing of the roads, so that the necessary capital may be obtained in the most equitable manner, having regard to the recognized principles of taxation and public finance : (e) To act as Accountant to the Department. From May to November, 1929, this position was filled by Mr. R. P. Gillies, Accountant, who was on loan from the New Zealand Railways. As from the Ist January, 1930, however, Mr. H. B. Smith, 8.C0m., A.R.A.N.Z., of the Census and Statistics Office, has been appointed to the position. 5. Administrative and Leyal: The responsibilities under this heading include the following : — (a) The acquisition of information concerning the situation and general laws relating to transport in other countries, and generally such other data on all of the many phases of transport as will keep the Department abreast of the times. Under this heading is included the formation of the transport library, to which reference has already been made. (b) The study of the information on transport matters so obtained, and also the conditions in New Zealand, with a view to advising the Government on transport problems. (c) The framing of legislative proposals and regulations to give effect to Government proposals and to facilitate administration of the law. (d) The correspondence and other administrative and clerical action arising from administration of existing laws and general departmental activities. Under this heading is included the secretarial work entailed by the Motor-vehicle Mechanical Appliances Committee and the conferences to which reference has been made. These duties, in so far as they are dissociated from those of the preceding officers, are carried out by or under the control of Mr. R. T. Dixon, a solicitor by qualification, and formerly belonging to the Public Works Department. This officer has been directly associated with transport administration since the passing of the Motor-omnibus Traffic Act in 1926. All officers at present on the staff of the Department have been drawn from other Departments. In this connection, of course, it is clear that if legislation is enacted to provide machinery to co-ordinate transport some additions to the staff will be unavoidable, as it is not intended to set up expensive clerical machinery in various licensing districts. It is proposed, for uniformity in administration, to have all the preparatory work in connection with applications for licenses done in Wellington. in order to secure the benefit of the services of the expert officers attached to Head Office. 4. ENFORCEMENT OF REGULATIONS, ETC. Another very important question in connection with the organization of the Department is the enforcement of the measures that are laid down by statute, regulation, and departmental procedure for the protection of roads and traffic thereon. From the information that is supplied later in this report it will be made clear the financial savings that can be effected in the cost of construction and maintenance of roads, if reasonable steps are taken to conserve them in the public interest. At the present time there is no definite obligation placed upon local bodies for the enforcement of these measures, and when it is remembered there are over three-hundred local bodies with road-controlling powers it will be appreciated the scope that exists for differential administration and interpretation of the powers conferred upon them. This aspect is so well known that no good purpose can be served by traversing it further here. It is clear, however, that a very far-reaching developmenthas taken place in the sphere of motor transport within the last few years, and although the necessity for central control has been generally accepted with regard to highway administration, local bodies are very slow to appreciate that road transport is now more a national question than a purely local one. This Department has experienced the utmost difficulty in obtaining the co-operation of local bodies to carry out what is considered to be exceedingly valuable work to reduce road-costs. Certain powers exist at the present time to limit the use of roads to actual requirements by means of weight

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classifications and speed-restrictions —the two most important factors in road-costs—but many local authorities, particularly in the South Island, decline to classify, and if this classification were done by the Minister of Transport no governmental machinery is available to enforce it, as, obviously, the local authority would decline to do so. In this connection attention is drawn later herein to the matter in respect of the South Island, where nearly the whole of the roading system, including main highways, is unclassified, and therefore available for gross loads up to the full statutory limit of 10 tons on two-axled vehicles and 15 tons on multi-axled vehicles. Add to this the fact that no limitation of speed exists for light traffic, and that at certain speeds ordinary motor-cars do more damage to gravel and macadam roads than the legitimate heavy traffic thereon travelling at regulation speeds, and some idea may be gained of the damage to roads owing to the lack of reasonable regulation. 5. PROTECTION OF ROADS. Whilst local bodies in many areas are complaining of the increasing rate burden due to increased road-costs, a few are declining to take steps to administer existing powers designed specially to reduce road-maintenance costs. As is shown in this report, from the investigations already made it is abundantly clear that the financial position alone in connection with road transport is so serious as to necessitate uniform classification of roads throughout the Dominion, definite maximum-speed restrictions on gravel and macadam roads, and the regulation of commercial traffic to keep road traffic down to reasonable requirements and provide machinery for co-ordination of services. To enforce these proposals would necessitate little additional expenditure so far as the central administration is concerned, but would certainly entail a staff of Transport Inspectors for road duty, including the enforcement of all road-transport powers vested in the Government for the time being. The strength of such staff would, of course, depend on the extent to which the scheme were put into operation, and whether it incorporated all work at present carried out by local bodies and Government Departments. Whilst that would be exceedingly desirable from an efficiency point of view, it is true that the most important sphere of action from the financial standpoint is in rural areas to obtain full observance of road-classifications and speed-restrictions ; and the expenditure necesary to provide such a service would be relatively trifling when compared with the huge savings that could be effected by better preservation of our roading system. Many people resident in the vicinity of the larger cities are apt to judge the necessity for restrictive measures on the standard of roads they are accustomed to use in those areas, but the fallacy of framing a Dominion policy on those grounds is demonstrated by a perusal of the mileage of the various classes of roads. It will be seen that of the 40,000-odd miles of roads less than 1,000 miles are dustless, and that consequently some action to keep the cost down to something more in keeping with actual requirements is definitely essential. The whole position is being impartially reviewed in order to show the actual conditions existing at the present time, and there can be little doubt that that review demonstrates that something must be done to stop the present drift until those responsible can by further examination more clearly weigh up the whole position. A dispassionate survey of the maps attached to this report will clearly show to what extent dual facilities exist for our land transport, and also that if the cost of transport is considered too high a halt mast be called in some directions, either by eliminating in some cases railway lines and services, in some cases by deciding to reduce the use of roads to actual requirements, and in others to encourage the improvement of feeder roads to enable closer co-ordination between road and rail services where economically possible, and in keeping with public- demand. C. ECONOMIC BASIS OF TRANSPORT IN NEW ZEALAND. (a) Economic Structure of New Zealand. The following broad points appear to be fundamental in the economic structure of the Dominion, and must have a definite bearing on our transport requirements : — (i) New Zealand is essentially a primary producing country. We depend for the bulk of oiir immediate necessaries and conveniences upon import from abroad, and upon the export of our products in large quantities to pay for these and to meet our overseas debt obligations. Further, we depend upon the import of capital—that is, the contracting of overseas loans —for development and public works. In so far as it is not made up by borrowing, the interest on these loans is sent abroad in the form of commodities. It is therefore desirable to encourage exports to the greatest possible extent if we are to meet interest payments and acquire further capital. (ii) Our competitors in the market for primary products are nearer these markets. They therefore share a definite advantage, and we have to struggle to hold our own. Moreover, the prices of our primary products, which constitute nearly the whole of our exports, are fixed in the principal world markets, and we cannot control them.

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(b) Economic Activity. Economic activity is directed mainly towards production from the land. The following figures, which are taken from the 1930 Year-book, show an estimation of the value of production according to certain broad classes :— Class. £ Agricultural products.. .. .. .. .. 9,300,000 Pastoral products .. .. .. .. .. 41,000,000 • Dairying, poultry, and bees .. .. .. .. 28, -100,000 Mining products .. .. .. .. .. 3,500,000 Fishery products .. .. .. .. .. 500,000 Forest products .. .. .. .. .. 3,300,000 Factory products .. .. .. .. .. 22,000,000 Builders, labourers, &c. .. .. .. .. 13,100,000 121,100,000 As indicated by the foregoing figures, no less than £78.700,000 of the total production of £.121,100,000 in 1927-28 was shown as being the products of the agricultural, pastoral, and dairying industries. A broad attempt at showing the transport requirements of each class of industry is made further on. (c) Population. According to the 1926 census, the total population of the Dominion, including Maoris, was 1,408,139, the average density being 13-02 persons per square mile. The North Island accounted for 892,679, or 63 per cent., against 515,460, or 37 per cent., in the South Island. The relative densities of population are 20-21 in the North Island against 8-70 in the South Island. The following table sets out the classification by provincial districts, together with the relative density for each province : — Provincial District Population. Density. Auckland .. .. .. .. .. 469,458 16-75 Hawke'sßay .. .. .. .. 70,353 15-47 Taranaki .. .. .. .. .. 71,848 18-26 Wellington .. .. .. .. .. 281,020 25-31 Marlborough .. .. .. .. .. 18,793 4-34 Nelson .. .. .. .. .. 50,878 4-66 Westland .. .. .. .. .. 15,260 3-10 Canterbury .. .. .. .. .. 215,079 15-43 Otago — Otago portion .. .. .. .. 149,921 10-71 Southland .. .. .. .. 65,529 5-73 Total .. .. .. ..1,408,139 13-02 In the administration of road transport the local authorities in the Dominion constitute an important link. It is therefore advisable to consider the population distribution by local authorities. The following figures show this distribution : — Local District. Population. Cities .. .. .. .. .. .. .. 372,177 Boroughs .. .. .. .. .. .. 418,378 Town districts not forming part of counties .. .. .. 37,045 Town districts forming part of counties .. .. ~ 10,299 Counties .. .. .. .. .. .. 562,050 Other . . .. .. .. .. .. .. 8,190 Total .. .. .. .. .. 1,408,139 The population distribution has a very definite bearing on the transport requirements in this country. It is of interest to note that no less than 517,346, or 38-48 per cent., of the total population is located in the four main centres (inclusive of suburban boroughs, &c.). Maps 6 and 7 in the Appendix show the density of population in each county as well as in the cities, boroughs, and town districts. Owing to geographical configuration and other causes, mainly of an economic character, the biggest centres of population in New Zealand are the termini of trunk railway-lines as well as being the principal ports. The broad movement of freights reflects these factors. During the exporting season, which commences in the spring and lasts until late autumn, the main ports are the links between the streams of primary produce which flow in from the surrounding farming-areas. The movement of population between these four main centres constitutes probably one of the main features of the passenger-traffic movement in the Dominion. Consequently we find these places linked closely in passenger-transport facilities. Fast express trains connect Auckland and Wellington, a nightly ferry service connects Wellington with Christchurch, while in the South Island special fast expresses also connect Christchurch with Dunedin. As connecting-links between these main centres the railway is, by virtue of the distances and geographical conditions, supreme. The next category of traffic in passengers appears to be between the hinterlands of the main centres and the centres themselves, while the next group takes in the movement between the secondary towns, and between these secondary centres and their hinterlands. It is in these last two groups that competition from motor transport is being felt, and with improvement in road surfaces and in types of vehicle it is in this sphere that competition will become progressively keener.

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An'attempfc has been made in the subjoined statement to classify the population in the Dominion into certain areas, the object of the classification being to show the distribution of the population in the various districts and the volume of passenger transport that might be expected to_ be found : —

Distribution of Population.

Broadly speaking, the outstanding difference between the population distribution in the two Islands is the clusteringjaround certain definite areas in the North Island, against one great rural area in the South Island, extending from north of Christchurch to Invercargill, more or less definitely constituting part of the same distribution of population, and converging at certain points along the coast in bigger clusters. (id) Industrial. As pointed out previously in this report, the outstanding point in the industrial structure of New Zealand is the almost complete dependence on the farming industries. As the population grows, and as the process of urbanization continues, it is probably certain that the secondary industries will occupy a gradually increasing position from the point of view of production. The percentage of urban population has increased from 39-1 in 1900 to 51-62 in 1926. The two principal farming industries are sheep and dairy farming. The sheep-farming covers the mutton, wool, and by-products industries, while the cattle industry covers cattle-raising and dairying. In the case of both industries New Zealand has to compete in the world's markets with competitors who are better favoured in point of nearness to the markets. There is a constant struggle to maintain our position on these markets, which involves a very careful control of developments in the various industries. Sheep-farming is a relatively large-scale industry in this country, and does not involve a large volume of traffic, with the result that a typical sheep-farming district can generally be adequately served with a smaller mileage of roads of relatively lower standards than a locality supporting an industry such as dairying, which demands a high mileage of roads of reasonably good standard to support the volume of traffic necessary to the welfare of this industry. In the case of both sheep and dairying industries there is a marked seasonal tendency. In the case of the former the transportation of the wool and the animals for mutton takes place from about the middle of summer up till about the end of March. Carting wool generally requires a high standard of road, but, as it occurs in the dry months, this traffic does not cause a great deal of damage to the roads. The following graphs, reproduced from the Railways Statement, 1926, show the seasonal movement in (a) frozen meat, and (6) sheep and lambs, on the New Zealand railways during the year ended 31st March, 1925 : —

T Tji • a Centres with over 1,000 Location. Economic Areas. Population North Island. North Auckland .. .. Mangonui, Whangaroa, Hokianga, Bay of Islands, Dargaville, Whangarei. Whangarei, Hobson, Otamatea, and Rodney Counties. Total population, 60,850 ; even distribution, rural areas Surrounding Auckland City Waitemata, Manukau, Franklin, and Eden Counties. Auckland City and surrounding Total population, 247,870 : densely populated boroughs. Waikato .. .. Hauraki Plains, Piako, Waikato, Waipa, and Thames, Morrinsville, Matamata, Matamata Counties. Total population, 68,225 ; Te Awamutu, Hamilton, Ituntly. dense rural population Bay of Plenty coastal region Ohinemuri, Tauranga, and Whakatane Counties. Waihi, Tauranga, Whakatane, OpoTotal population, 27,810 ; sparsely populated tiki. Gisborne .. .. Wairoa, Cook, Waikohu, Kawa, and Waiapu Wairoa, Gisborne. Counties. Sparsely populated rural areas Taranaki .. .. Dense rural areas with a relatively large number of New Plymouth, Inglewood, Stratthickly populated centres ford; Eltham, Hawera, Patea. Hawke's Bay .. .. Dense rural areas .. .. .. .. Napier, Hastings. Wellington west coastal area This area may be said to extend from Wellington Wellington City and surrounding to Wanganui, and comprises a fairly evenly and areas, Palmerston North, Wangadensely populated rural area with a number of nui, Otaki, Levin, Shannon, larger centres Feilding, Marton. Wellington east or central This area extends from Featherston in the south Featherston, Greytown, Carterton, region to approximately Waipawa, and consists of a Masterton, Pahiatua, Woodville, relatively long stretch of sparsely populated Dannevirke, Waipukurau, Wairural region pawa. South Islakd. Northern Marlborough .. Fairly densely populated rural area with Blenheim Pieton, Blenheim. as centre Nelson .. ... .. Fairly densely populated rural area extending Nelson, Motueka, Richmond. along the coast from Motueka to Nelson and inland West Coast .. .. This ia a region extending along the coast from Hokitika, Greymouth, Runanga, just south of Hokitika to a strip running along Westport, Reefton. the coast northwards from Westport Eastern region .. .. This region extends from just north of Rangiora Rangiora, Christchurch, Ashburton, to an area on the western side of Invercargill. Timaru, Temuka, Waimate, Throughout the whole region the rural and urban Oamaru, Dunedin, Balclutha, population is scattered along the coast, being Mataura, Gore, Invercargill. densest at four points around Christchurch, Timaru, Dunedin, and Invercargill. Behind each of these centres the population runs inland a considerable way. The same movement is also found at Ashburton, Waimate, and Balclutha

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SEASONAL TRAFFIC. NORTH AND SOUTH ISLANDS, 1924-25. (North Island —Full black; South Island —Dotted black)

1. FROZEN MEAT.

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SEASONAL TRAFFIC. NORTH AND SOUTH ISLANDS, 1924-25. (North Island —Full black; South Island —Dotted black.)

2. SHEEP AND LAMBS.

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The question of transporting sheep to the freezing-works for the purpose of being prepared for shipment overseas is a. factor of great importance in this country. Particular attention has been paid to this branch of traffic in the development of the railway system, a number of branch lines handling big volumes of this traffic. The transfer of sheep and lambs to the freezing-works is again of a seasonal nature, reaching a peak in most districts at approximately the same time. The rail facilities for dealing in bulk with this traffic when it arises afford some justification for the continuation of a number of branch lines until it is clear that motor transport can deal economically with this traffic and more cheaply than the railways. The rail-heads of these branch lines generally extend into the middle of a sheep-farming area. The animals are transported on foot or by motor-lorry to the rail-head, and thence carried to the freezing-works. After being dealt with at the freezing-works, it is necessary to transport the carcasses, under special conditions, to the ports for shipment overseas. Here again the railways, with special facilities, are in a position to deal with this traffic effectively. The average haul from the farm to the freezing-works is in the vicinity of seventy-two miles, while that from the freezing-works to the ports or to the ship is only twenty-six miles. This short haul, which requires the provision of special facilities, is the main reason why the average revenue for meat, as shown in the annual railways statistics, is amongst the relatively high-rated traffic. The rail also acts in some localities as the connecting-link between the cattle-raising farm and the freezing-works. This traffic, in so far as it relates to the overseas side of the business, and not the supplying of meat for consumption in the main centres in New Zealand, is of a seasonal nature. It also requires special traffic facilities as well as terminal facilities for loading and unloading the stock. The dairying industry is a relatively small-scale industry in this country. The population directly connected with the industry is, in comparison with sheep-farming, relatively high. The average dairying season in New Zealand commences approximately in September, and closes about June. The highest point of activity is reached in December or January, and on either side of this period activity is either sharply on the increase or decrease, as the case may be. This movement is, of course, reflected in the traffic springing from this industry. The two principal products, butter and cheese, occupy a very important position in the flow of traffic during the late summer and autumn months. Special facilities are not required for the transportation of butter and cheese ; and this, combined with the fact that the dairying industry is in general confined to the coastal regions, is a reason why competition from the motor will be keener as time goes on. The graph appearing on the following page, which has been taken from the Railways Statement of f926, shows the swing of the seasonal movement in butter and cheese in the North and South Islands. Although these figures relate to the year 1924-25, they are quite valid for the purpose of indicating the seasonal trend. The seasonal element alters but little from year to year. Any particular season, however, may be late or early, as the case may be, but the length of the season does not undergo much change from season to season. The flow of dairy-products from the farm to the ports for shipment overseas commences with the transport over the rural roads connecting the dairy-farms with the factories. Horse-drawn vehicles are used to a considerable extent in this connection, but the motor-vehicle is being more extensively used in this field. In quite a number of districts where the roading-facilities are reasonably good, dairy companies have gone in for motor-trucks which collect the milk or cream from the farms, and deliver it in bulk at the factories. Particularly is this the case in respect of cream. Milk is a fairly bulky product, but cheese occupies much smaller bulk, and can be handled on a larger scale in so far as transport is concerned. The cartage of cream by motor-lorry affords an excellent example of the impetus given to production by the utilization of the motor-vehicle. Speedy motor-trucks have brought many outlying districts within reach of a butter-factory that was quite economically inaccessible by means of horsedrawn transport. The result is that producers in these outlying districts have been able to find a market for their cream and other kindred products which under horse-drawn transport would not have been possible. The following figures show the expenditure by dairy companies on the cartage of cream and milk in vehicles operated by the companies : year ended 31st March, 1927, £238,885 ; 1928, £281,149; 1929, £297,693. It is readily seen that the movement towards transportation of milk and cream in bulk, particularly cream, has shown a considerable increase over the last few years. With improvements to the roads and to motor-vehicles, there appears to be a very extensive avenue for sound economic development of motor transport in connection with the dairying industry. This centripetal flow of milk from the farm has its centre in the butter or cheese factory. There is a certain amount of back-loading from the factory to the farm, in respect of skimmed milk from butter-factories, and whey from cheese-factories. There is also the smaller items of actual butter and cheese.

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SEASONAL TRAFFIC. NORTH AND SOUTH ISLANDS, 1924-25. (North Island —Full black; South Island —Dotted black.)

3. BUTTER AND CHEESE.

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The conversion of milk or cream into cheese or butter results in a reduction of the bulk. In a good few instances in New Zealand butter and cheese factories are situated on the rail route, and the question of transportation from the factory to the rail is generally not a very big item. On the railways special rates are quoted for the carriage of butter and cheese. The following table shows a number of these rates, together with the mileages involved, and the rate per ton-mile in each case

North Island Main Line and Branches. BUTTER AND CHEESE—LOCAL RATES.

During the 1928-29 season the production of butter at dairy factories in New Zealand amounted to 99,411 tons, and cheese to 89,117 tons. For the year ended 31st March, 1929, which may be taken as roughly corresponding to the 1928-29 dairying season, the railways handled 101,846 tons-of butter, or 2,435 tons more than the total production at the factories. The production of butter on farms would account, no doubt, for a certain amount of the difference, but it would appear that a certain quantity is probably handled twice by the railways, or else there is only a small proportion carried from the factory to the ports by motor transport. According to the figures published by the Census and Statistics Office in respect of motor transport over defined routes during the month of January, 1930, motor transport handled no loss than 21,465 tons of dairy-produce during that period. These figures are fairly large, but it should be borne in mind that a certain amount of this transport is between the factories and the rail, and not necessarily between the factories and the ports. The tonnage of butter and cheese handled by the railways during the year ended 31st March, 1929, represented 1-34 per cent, and 1-31 per cent, respectively of the total of 7,613,445 tons of freights handled altogether. The average haul in the case of butter was sixty-six miles, or twenty-three miles greater than that for cheese, which showed forty-three miles. The average revenue per ton mile for butter was 4d., against 5-04 d. for cheese ; while the average revenue per ton works out at £1 Is. lid. for butter and 17s. lid. for cheese.

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Prom i To I R ;l to P er Miles 1 Per Ton " Ton. ' mile. ■ I I ■! I " " I s. d. d. Okoia .. .. Wanganui .. .. 6 2 7 10-6 Manutahi . . .. Patea .. .. .. 5 6 J 8 8-2 Hawera .. .. .. Patea .. .. .. 11 1 18 74 Normanby .. .. Patea .. .. .. 12 9 21 7-3 Mangawliero Road .. Patea .. .. .. 18 6 29 7-7 Eltham .. .. .. Patea .. .. .. 14 11 30 6-0 Midhirst .. .. Moturoa .. .. 15 5 30 6-2 Pihama .. . . .. Patea .. .. .. 20 7 35 7-1 Toko .. .. .. Moturoa .. .. 14 8 40 4'4 Te Horo .. .. Wellington .. .. 20 0 43 5-6 Douglas .. .. Moturoa .. .. i 15 8 44 4-3 Otaki .. .. .. Wellington .. .. J 21 8 47 | 5-5 Manakau ,. . . Wellington .. .. 21 8 52 5-0 Ohau .. .. .. Wellington .. .. j 21 8 56 4-6 Levin .. ., .. Wellington .. .. J 24 6 59 5-0 Shannon .. . . Wellington .. .. 24 6 69 4-3 Ashhurst . . . . Wanganui .. . . I 22 8 j 72 3-8 Tokomaru .. .. Wellington .. .. 24 6 I 76 | 3-9 Palmerston North .. Wellington .. .. 24 10 i 87 3-4 Eketahuna .. . . Wellington .. .. 31 6 88 \ -3 Tiruntwood . . .. Auckland or Southdown .. 31 6 97 3-9 Feilding . . . . Wellington .. .. 26 8 99 3-2 Morrinsville .. .. Auckland or Southdown .. 31 8 103 3-7 Woodville .. .. Wellington, via Palmerston 33 0 105 3-8 North Pahiatua .. .. Wellington or Lower Hutt 31 6 106 3-6 Tatuanui .. .. Auckland .. .. 33 2 107 3-7 Waitoa .. .. .. Auckland .. .. 33 2 109 3-7 Waihou .. .. .. Auckland .. .. 33 10 j 113 3-6 Te Aroha .. .. Auckland or Southdown .. 30 0 i 115 3-1 Dannevirke .. .. Wellington, via Palmerston 36 11 121 3-7 j North Paeroa .. .. .. Auckland or Southdown .. 30 0 129 2-8 Wha.ngarei .. .. Auckland, Newmarket, or 28 8 131 2-6 Southdown Hikurangi .. .. Auckland or Southdown .. 34 0 142 2-9 Tauranga .. .. Auckland or Southdown .. 35 6 180 2-4 Te Puke .. .. Auckland or Southdown .. 40 0 193 2'5 Taneatua .. .. Auckland or Southdown .. 40 0 240 2-0

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Dairy by-products for the same period showed a gross tonnage of 16,989 tons, or 0-22 per cent, of the total handled on the rail; the revenue from the carriage of these commodities amounted to £16,641, or 0-34 per cent, of the total revenue. The average haul in this case was seventy-eight miles — more than double the average haul for cheese, and twelve miles above that for butter. Having regard to the fact that the average hauls for both butter and cheese are within the operating zone of the motor-vehicle, and also to the fact that both butter and cheese are relatively high-class commodities, there is reason to believe that improvements in the roads and motor-vehicles will be followed by increasing competition in respect to the carriage of these commodities. In certain localities an increasing volume of the work of motor transport is being utilized to connect the factories with the nearest ports. Particularly is this so in Taranaki, where practically the whole of the dairying industry is between thirty and forty miles distant from the ports of New Plymouth or Patea. The same conditions, on a slightly less favourable scale, are to be found in the Manawatu, South Auckland, Wairarapa, and Hawke's Bay districts. Allowing for handling charges of 3s. 6d. per ton at each end of a rail journey, this means a loading for a haul of thirty miles of approximately 2-Bd. per ton-mile; for forty miles, 2-1 d. ; and for fifty miles, l-68d. Goal Industry. The coal industry shows to advantage the superiority of the railways in handling commodities in bulk over long hauls. From the point of view of ton-miles, the coal business accounted for no less than 155,075,028 ton-miles during 1928-29 out of a grand total of 487,753,398 ton-miles. This represented the haulage of 1,105,509 tons of New Zealand hard coal over an average haul of thirty-one miles and 999,017 tons of New Zealand brown coal over an average distance of 121 miles. The production of coal during the calendar year 1928 was as follows : —

Some idea of the part played by the railways in the distribution of coal throughout the Dominion is to be gained from the fact that, while 2,436,753 tons were produced during the calendar year 1928, approximately 2,105.000 tons, or 96 per cent., of this figure were handled by the railways during the year ended 31st March, 1929. On the tonnage basis New Zealand coal represented for 1928-29 27-64 per cent, of the total tonnage handled on railways while the revenue from the carriage of coal constituted 17-55 per cent, of the total revenue. The average revenue per ton-mile of New Zealand brown coal, with an average haul of 121 miles, was l-14d.; the same figure for the New Zealand hard coal, with an average haul of thirty-one miles, was 2-02 d. The average cost of New Zealand coal to gasworks in the Dominion during the year ended 31st March, 1929, was £2 Is. l id. The retail selling-price is, of course, considerably in excess of this figure, being approximately £3 10s. per ton. The average railway revenue per ton of coal handled during 1928-29 was ss. 2d. for New Zealand hard coal and lis. 6d. for New Zealand brown, showing that rail transport charges, excluding a certain amount of handling, are important items of cost in the coal industry. On this account substantial alterations in the railway charges for this commodity would bring about serious repercussions in the coal industry and other industries dependent on a. supply of coal. By virtue of the length of haul and its bulky nature, the transport of coal in bulk is essentially suitable for the railways. The retail distribution of coal is carried out principally by motor-trucks, although horse-drawn vehicles have survived to a certain extent in this field. Timber Industry. By the force of economic circumstances the distance between the sawmills and the timber-markets in the main centres has been widened as the more accessible stands of timber have been depleted, with the result that the question of transport has loomed larger and larger in importance to the industry. It is estimated that the volume of standing timber in the Dominion measures 6,032-6 million cubic feet, and that it comprises 3,561-2 millions of cubic feet of merchantable or accessible timber. During the year ended 31st March, 1929, the production of rough-sawn timber at sawmills in the Dominion amounted to 270,214,4-20 ft. board measure, with a wholesale value based on the selling-price at the mill of £925,392. Over the same period the railways carried 538,252 tons of New Zealand timber, representing 242,213,400 ft. board measure, for a revenue of £495,929. The average haul was 113 miles, a relatively long haul in this country, while the ton-miles aggregated 60,980,958, or approximately 12 per cent, of the total ton-miles worked by the railways. In addition to this, 126,693 tons of firewood, posts, &c., were handled, with an average haul of seventy - nine miles, respresenting 10,002,510 ton-miles. The revenue from this business amounted to £50,936, or 1-04 per cent, of the total revenue for the railways. The fact that there is not much difference between the timber-production and the volume handled on the railways indicates that the great bulk of timber haulage is effected as far as possible per medium of the rail. The bulky nature of rough-sawn timber and the relatively long haul make this commodity suitable for rail haulage.

m„„ , n„. Northern District West Coast District Southern District i ° ' (North Island). (South Island). (South Island). Tons. Tons. Tons. Tons. Bituminous and sub-bituminous 179,460 1,169,272 .. 1,348,732 Brown .. .. .. 602,429 31,408 339,401 973,238 Lignite .. .. .. .. 159 114,624 114,783 Totals .. .. 781,889 1,200,839 454,025 2,436,753

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The general rate for the haulage of timber on the railways for a haul of 113 miles is 4s. Bd. per 100 superficial feet. Taking this figure in conjunction with the average wholesale selling-price of 0.8. rimu in the four main centres, of approximately 275. 2d., it is readily seen that rail transport is an important factor in the timber industry in New Zealand. Further evidence of this is to be found in the fact that the revenue from the haulage of timber on the railways amounted in 1928-29 to £495,929, or just over 50 per cent, of the value of the timber at the mill —viz., £925,392. Motor transport provides practically the sole means of transport (excluding of course, sea transport) in the distribution of timber from the railways to the consumers. Many firms in the timber industry provide their own transport facilities in the form of light or heavy lorries, according to the volume and nature of business carried on. During the month of July, 1929, motor-transport services operating over defined routes handled 6,035 tons of timber, while in January of this year 10,132 tons were hauled. On these figures these motor services would probably handle approximately 100,000 tons of timber per annum. These figures are, of course, quite exclusive of haulage effected by carriers or by firms with their own transport facilities. Manure Industry. The manure industry is closely related to the national prosperity of the Dominion. It represents, broadly speaking, under the present state of development in agricultural and pastoral farming, the most important economic weapon employed in meeting the tendency to diminishing returns that is ever present in a primary-producing community. Generally speaking, the more that is taken out of land, the more must be put back into it, in the form of manures and cultivation. The use of fertilizers in New Zealand has increased fairly rapidly during recent years, and promises to increase further as time goes on. In the transport industry the manure trade is characterized by the following main points : — (a) By virtue of its close relationship to the national volume of production, it has received special treatment in the way of railway freight charges. (b) On account of its bulky nature and low intrinsic value in proportion to bulk, it cannot support high freight charges. (c) It constitutes one of the principal items in the flow of commodities from the centres of population to the farms. (d) The main movement in the fertilizers occurs in the late autumn, winter, and early spring months, when the outflow of primary products from the rural areas to the centres is at a relatively low ebb. (e) By virtue of its distribution in large quantities and its low value in proportion to bulk it can be handled in the most economic way by the railways. During the year ended 31st March, 1929, the total quantity of fertilizers produced in the Dominion (including superphosphates) was 301,622 tons; 310,797 tons were imported during the calendar year 1928, making a total of 612,419 tons for distribution throughout the rural areas of the Dominion. During the year ended 31st March, 1929, the railways handled 712,741 tons of manures, showing that apparently the whole of the fertilizer-distribution is effected as far as possible by rail. The average haul for manures was sixty-six miles, which corresponds roughly to the average haul of primary products from the rural areas to the ports. In actual tonnage handled, the manure business constituted 9-36 per cent, of the total tonnage handled by the rail authorities, while the revenue of £326,939 received from this business amounted to 6-67 per cent, of the total revenue. The ton-miles worked aggregated 47,242,949, or approximately 10 per cent, of the grand total, while the average revenue per ton-mile was l-66d. This latter figure compares with 4-00 d. for butter, which required the same average length of haul of sixty-six miles. Like manures, the distribution of agricultural lime is made, wherever possible, on the rail for practically the same reasons that have been outlined for manures. During 1928-29 the railways handled 142,213 tons of this commodity, for an average haul of sixty-two miles, the aggregate tonmiles amounting to 8,839,383. The revenue for this business amounted to £45,668 in the aggregate, and to l-24d. per ton-mile, or appreciably less than the corresponding figure for manures. Motor Industry. The fact that too much stress is at times laid on the competitive aspect of road and rail facilities has led to a great deal of misunderstanding as to the position of both facilities in the whole transport system. There is little doubt that by its speed and mobility the motor-vehicle constitutes a very valuable aid to production, and has been a definite factor in extending the productive field in this country. By increasing the volume of production motor transport has played a part iti bringing new and more business to the railways. Time has precluded a full investigation into this question, but by considering the available statistics relating to the movement of benzine, gasoline, and kerosene on the railways some light is shed on the interrelation of the two services. The following table sets out the principal statistics relating to the haulage of benzine, gasoline, and kerosene on the railways during the years ended 31st March, 1927, 1928, and 1929 : —

Revenue. Yoar ended 31st Tonnage Percentage T Average I March, carried. of Gross. " ' Haul, j !p e rcentagel I Per TonI of Gross _ | ier ion. , mi]e Tons. Number. Miles. £ £ s. d. d. 1927 .. .. 61,753 0-85 5,022,954 81 118,694 2-56 1 18 5 5-67 1928 .. .. 89,977 1-22 7,635,276 85 172,747 3-66 1 18 10 j 5-42 1929 .. .. 123,937 1-63 9,030,982 73 200,239 4-09 1 12 4 5-32 2*

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Between 1927-28 and 1928-29 the tonnage of benzine, &c., handled increased from 61,753 tons to 123,937 tons, or approximately doubled, while the revenue from this business increased from £118,694 to £200,239, or by 68 per cent. Here again are found the two main economic advantages of rail transport —viz., distribution in bulk of relatively long hauls. And here again motor transport is found in the distribution beyond the railways, where, of course, both the bulk and the length of haul are on much smaller scales. Having outlined the principal facts concerning the relationship between the principal industries and the transport services, and indicated more or less roughly the part played by motor transport and rail services in each, it is proposed to conclude this industrial review by referring to the distribution of manufactured articles. This field constitutes the main flow of commodities outwards from the main centres to the rural areas, and represents in the main relatively high-class freights—i.e., commodities the intrinsic value of which is relatively high in proportion to bulk. The average haul for this business is relatively short, and the average revenue, due to the shortness of the haul and the nature of the goods, is relatively high. The following table sets forth the principal statistics relating to this miscellaneous group of commodities for the years ended 31st March, 1927, 1928, and 1929 : —

Since 1926-27 the volume of miscellaneous commodities handled has shown a decline from -1,684,899 tons to 1,450,430 tons, or by 14 per cent., while the revenue has decreased from £1,269,806 to £1,241,859, or by 3 per cent. At the same time, it is rather significant that the average haul has gained from thirty-six miles to forty-six miles, indicating either that the haul of these commodities has increased, or that competition from motor transport has accounted for some of the shorter-haul freights, thus increasing the average haul for the remainder. In view of the decrease in tonnage, this would appear to be the more probable. It is significant in view of the present financial position of the railways that they depend on this class of freights, which for reasons that will be outlined hereafter is most vulnerable to competition from road transport, for just over 25 per cent, of their total revenue. Broadly speaking, the results of the preceding review may be briefly stated as follows — (a) By virtue of our economic structure the prosperity of New Zealand is closely allied to the existence of up-to-date and efficient transport facilities. (b) In the coal and timber industries rail transport, by reason of its suitability for handling large quantities over long hauls, shows to advantage, and plays an essential part in the welfare of these industries. Similar facilities could not under existing conditions be furnished by road transport. (c) In the primary industries, particularly in the carriage of live-stock and manures, rail transport does the bulk of the long haulage. Motor transport, however, connects many outlying districts with the railways or the ports, as the case may be, and m a number of instances has offered effective competition to the rail, in the haulage of commodities such as butter, cheese, meat, &c. (d) Generally speaking, the road and rail facilities are utilized in the timber, coal, and manure industries as complementary units, the rail being utilized for the long haul and the road for the short haul. (e) There are, however, more or less definite areas where the road and rail are in competition. These areas exist mainly around the overseas ports, their traffic comprising, inter alia, the haulage of high-class manufactured commodities, outwards from the main centres ; this allows what is known as back-loading at competitive rates with primary or other products ■available. (/) Although it would appear that there are more or less definite spheres for the road and rail, and that for economic reasons these spheres have been roughly observed up to the present, it is clear, with the improvements to vehicles and roads, that the debatable margin of traffic being competed for by both services is rapidly increasing as the operating field of motor transport is extended. (g) The time has arrived when some regulatory authority is necessary to define, from time to time, in a general way, the field of activity for road and rail services. This would enable the question of existing and potential wasteful competition to be dealt with, and would ensure that the community would receive the best transport services available at the least cost. (/«) There is ample room for both road and rail facilities working in complementary manner, but it is very doubtful if this country could afford to allow motor transport to duplicate, to any appreciable extent, the rail services.

j I "o Revenue. . Year ended Tonnage J » ~ Average & . SLUtah, »,di. || »-—• Haul. || p „ T „ n . 2 Total. s A Per Ton. S . SO mile. I j £•* \ . | Tons. Number. Miles. £ £ s. d. d. 1927 .. 1,684,899 23-08 61,158,246 36 1,269,806 27-38 0 15 1 4-98 1928 .. 1,520,195 20-66 62,035,702 41 1,199,940 25-43 0 15 10 4-64 1929 .. 1,450,430 19-05 66,414,678 46 1,241,859 25-35 0 17 1 4-48

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D. SURVEY OF LAND TRANSPORT FACILITIES. (a) LAND TRANSPORT SERVICES IN NEW ZEALAND—GENERAL. The first steps in the direction of a comprehensive investigation into land transport services in the Dominion were taken by a departmental Committee that was set up in J 927. The original data collected by that Committee have been amplified and brought up to date, and arc dealt with hereunder. The investigations have been hampered somewhat through lack of reliable data relating to motortransport and road finance, but the information and statistical data that have been collected and analysed appear to be sufficient to show broadly the past development, and the existing position, sufficiently clearly to serve as a basis for meeting the positions that will arise in a future which promises even greater developments and more far-reaching economic reactions than those that are found to-day. It is unfortunate from many points of view that the Great War coincided with the developmental stage of motor transport, and that post-war problems have diverted attention from it until recently. Meantime unprecedented developments have been recorded. Motor transport has presented itself in a new aspect, which has two outstanding points : first, it has completely outgrown the conditions that surrounded its predecessor, the horse-drawn transport; and, second, it has demonstrated that it affords effective competition in many directions to the railways, which in New Zealand, at any rate, have enjoyed, up till now, an unassailable monopoly. The data has been treated under two main headings —viz. (a) Capital cost; (6) annual expenditure in respect of the various services—i.e., railways, tramways, and road transport (horse and motor). Capital Cost. The term " capital cost " as used hereunder implies the expenditure involved in obtaining the permanent-way, and what, for want of a better expression, may be called the rolling-stock or working equipment or machinery for the various services, as distinct from the annual expense of keeping this equipment in operation. The fundamental object of transport is the creation in the strict economic sense of time and place utility, which implies the creation of wealth. It has, therefore, been considered advisable to relate the transport data to the national volume of production. Owing to certain deficiencies in the data relating to both transport and production, there are certain obstacles which make it impossible to produce a high degree of accuracy in the coefficients used to express the relationship between the figures. Sufficient accuracy has, however, been obtained to warrant practical use. The following summary shows the estimated capital cost of the rail, tramways, and road (motor and horse) services in the Dominion for the years ended 31st March, 1914, 1927, and 1929, together with the estimated value of national production during the same periods : —•

The outstanding point in these figures is that between 1914 and 1927 the capital cost of transport and national production showed the same relative increase, but that the former outstripped the latter in 1929, the relative increase being 128 against 102 per cent. These comparisons suggest two possibilities—either that between 1927 and 1929 transport services were overdeveloped, or production was not maintained. There is evidence that 1927-28 was a good year for production, but there is also unmistakable evidence that 1928-29 was a period of expansion in both rail and motor transport facilities. The main point is that whereas the capital cost of transport facilities increased between 1914 and 1927 at approximately £5,000,000 per year, the increase between 1927 and 1929 was at the rate of £14,000,000 per year. It is true that the last few years have been accompanied by considerable expansion in both road and rail facilities, but the point to be noted here is the relatively abnormal increase since 1927. The following summary shows a classification of the capital cost of the rail, tramways, and road (motor and horse) services in the Dominion during the years ended .31st March, 1914, 1927, and 1929, together with percentages indicating the relative positions occupied by each form of transport over the period concerned : —

A. C. Capital Cost - T . . i,' . . Capital Cost, A, (Land Transport). National Production. expressed as — 1 a Percentage of . , Index i A , Index 1 National Amount. | (1914=100).! Amount ' (1914= 100). | Production, B. £ £ Per Cent. 1914 .. .. 75,261,000 100 60,000,000 100 125 1927 .. .. 143,203,000 190 114,000,000 190 126 1929 .. .. 171,452,000 228 121,000,000 202 148

I I ! 1914. 1927. 1929. | 1 CAPITAL COST. £ ! £ £ (а) Railways I 34,980,576 49,740,793 57,607,337 (б) Tramways .. .. .. 2,047,424 5,177,026 5,250,379 (c) Roads ' .. .. .. 28,000,000 49,000,000 59,500,000 (d) Motor-vehicles and equipment .. 5,138,500 38,709,068 48,629,300 (<?) Horses and horse-drawn vehicles .. 5,095,000 575,860 465,200 (/) Totals (road transport)— (c), (d), (e) 38,233,500 88,284,928 108,594,500 I Grand totals .. .. 75,261,500 143,202,747 171,452,216

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The following graph has been plotted from the figures in the upper half of the foregoing table : —

TRANSPORT DEVELOPMENT IN NEW ZEALAND Development of Land Transport—Capital Cost.

In the broadest sense the economic application of the theory of indirect returns may be roughly measured by the capital value of the land. This value has been described as representing the fair selling-value, which in turn is based upon the market price of the products produced from the land. When the world-price level is rising, as it was during the generation preceding the Great War, the theory of indirect returns had a wide application. More particularly was this the case if, as in New Zealand, national development was in a highly dynamic state.

1914. j 1927. J 1929. PERCENTAGES —EACH FIGURE OF TOTAL. (a) Railways .. .. .. i 4648 34-73 33-60 (h) Tramways .. .. .. 2-72 3-62 3-06 (c) Roads ' .. .. .. 37-20 34-22 34-70 (d) Motor-vehicles and equipment .. j 6-83 27-03 28-36 (e) Horses and horse-drawn vehicles .. i 6-77 0-40 0-28 (/) Totals (road transport) —(c), (d), (e) 50-80 61-65 63-34 Grand totals .. .. ] 00-00 100-00 100-00 I __

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The capital and unimproved value of land and improvements in New Zealand in 1913, 1927, and 1929 is given hereunder : —

Although between 191-3 and 1927 the capital value of land showed an increase of 82 per cent., which was not very far behind the increase of 90 per cent, in the capital cost of the transport facilities, there is a considerable lag between 1927 and 1929. Over this period land-values increased by approximately 6 per cent., while the capital cost of transport advanced by somewhere in the vicinity of 20 per cent. Comparisons based on the unimproved values, which would reflect more closely the accretions in value due to improved transport facilities, show an even greater lag over the whole period than that disclosed by the capital cost of these facilities. Broadly speaking, the law of diminishing returns applies to the transport developments in any state. As developments proceed, the theory of indirect returns becomes less and less applicable, until a point is reached when, taking into account the existing state of affairs, further development may actually result in burdening the productive machine. It is impossible to say whether this point has been reached in New Zealand, but it would appear that we have some distance to go before we do reach it. Nevertheless, the rapid development that has been proceeding in the provision of road and rail facilities during recent years, at a time when immigration has been on a fairly low scale, and when, owing to the falling tendency in world prices, the impetus in transport development has not been accompanied by a concomitant increase in the value of production, raises the question as to whether the developments will not be overdone. To the extent that developments proceed too far in excess of actual and reasonable future requirements, the national productive machinery will be impaired. Economic history affords a number of examples of the evils attending overdevelopment or unscientific development of transport facilities. It is considered that the time has arrived when road and rail facilities cannot, in the national interests, be developed entirely on the theory of indirect returns, particularly in view of the fact that there is, and will be, increasing competition between road and rail. New developments should only be proceeded with after the most searching investigation into the economic aspects relating to existing services and the transport requirements of the existing standards of industrial and social development. On the basis of estimated capital cost the relative position of road and rail facilities have undergone big changes since 1914. The preceding graph shows the growth of road transport, and its place amongst all land-transport services, in a very striking manner. Between 1914 and 1929 the relative position of the railways shrank from 47 per cent, to 34 per cent., while road transport gained as a result of the expansion in motor transport from 51 per cent, to 63 per cent. Assuming that the rail routes were well chosen in the first place, it would appear that the development referred to in the preceding paragraph is to be expected —i.e., that the railway capital cost will remain relatively stationary, while that of the services complementary to the rail will expand as population and trade increases. The figures, however approximate they may be, should serve to dispel much of the loose thinking that exists to-day in connection with the transport situation, particularly that type of thought which regards the road and rail as entirely competitive services. It is true that there is competition between road and rail, but this competitive area is only a relatively small part of the whole transport field, wherein the services are, in the main, complementary. Moreover, the figures demonstrate that in estimated capital equipment road transport (i.e., value of roads, motor-vehicles, and horses, and horse-drawn vehicles using the roads) now totals approximately £108,000,000 against £58,000,000 for railways. Expressed in relation to the population, the capital cost of transport services in use in 1914 represented £66 per head, in 1927 £100, and in 1929 £117. Annual Costs. Full details showing the method of calculating both the capital cost and annual costs of the land transport services in New Zealand are shown in Table 26 of the Appendix to this report. The following figures show the relationship between the annual cost of land transport services, the annual volume of production, and the population : —

Y Canital Value Indexes Unimproved ' Indexes Xear ' | 0a P ltal Valut " (1913 = 100). Value. (1913 = 100). £ £ 1913 .. .. .. 340,559,728 100 212,963,468 100 1927 .. .. .. 618,264,093 182 341,519,107 160 1929 .. .. .. 655,906,887 193 344,757,796 162

Annual OoetolLand Transport National Production. Population. Year. i : , . ! Index , Index , T , I Index Amount. , ( 1914=100 ) i Value. (1914=100). Number. j (1914 = 100). I . ~ | £ £ 1914 .. 17,756,973 100 60,000,000 100 1,140,172 100 1927 .. 40,528,808 228 114,000,000 190 1,438,814 126 1929 .. 43,825,862 247 121,000,000 202 1,472,925 129

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The capital cost of transport services, owing to the developmental factor, would probably be in excess of actual requirements from time to time, in accordance with the transjsort policy of the day. The annual cost, however, except for the reflection of the developmental factor in the way of extra interest and sinking-fund charges, should afford a better indication of the actual position of transport development at any given time. Broadly speaking, the cost of transport services is reflected in the national volume of production, since the value of commodities or services at any given point includes transport costs up to that point. It would be possible in a country wisely provided with transport facilities, and with no great changes in the transport facilities, to show a greater relative increase in production than in the capital sunk in these facilities. The revolution in land transport following the introduction of motor traction has raised transport to a new level in modern life. Far-reaching changes in the social and economic structure have been recorded in quick succession. Both town and country dwellers have had their horizons extended, while the pulse of industry and commerce has been quickened to a remarkable degree. The following figures show the estimated annual cost of land transport corrected for changes in the value of money, and expressed in terms of the pound sterling in 1928 : —

The above figures when reduced to a population basis show that the annual amount paid for transport services has risen from £23 per head in 1914 to £29 per head in 1929, or by 26 per cent., and from £27 to £29 between 1927 and 1929. Since the cost of all services, whether transport or otherwise, must come from the annual yield of production, it is of interest to note that whereas £29-59 out of every £100 of production in 1914 went towards defraying the annual transport bill, these services had risen to £36-22 for every £100 produced in 1928-29. The following table shows the estimated cost of each of the land transport services in New Zealand during the years ended 31st March, 1914, 1927, and 1929 :■ —

PERCENTAGES —EACH FIGURE OF TOTAL.

Annual Cost of Land Transport Services. : l J er Head of TT , . Corrected for Price ' opulation. Uncorrected. Changes. | £ £ £ 1914 .. .. .. 17,756,973 26,172,205 23 1927 .. .. .. 40,528,808 38,902,990 27 1929 .. .. .. 43,825,862 43,825,862 29

I I I Service. 1914. j 1927. i 1929. I [ I ANNUAL COST. I £ £ £ [a) Railways .. .. I 4,317,382 8,534,313 9,180,718 (ft) Tramways .. .. .. .. 705,800 1,710,700 1,577,361 (c) Roads .. 2,490,017 4,005,896 3,979,705 (d) Motor-vehicles .. .. .. 3,110,284 24,882,275 27,960,633 (e) Horses and horse-drawn, vehicles .. 7,133,460 1,395,624 1,127,445 Totals, road transport —(c), (d), (e) .. 12,733,791 ! 30,283,795 33,067,783 Grand totals .. .. .. 17,756,973 ! 40,528,808 43,825,862

Per Cent. Per Cent. Per Cent. (a) Railways 24-32 21-06 20-95 (b) Tramways .. .. .. .. 3-97 4-22 3-60 (c) Roads 14-02 9-89 9-08 (d) Motor-vehicles .. .. .. 17-52 61-39 63-80 (e) Horses and horse-drawn vehicles .. 40-17 3-44 2-57 Totals, road transport —(c), (d), (e) .. 71-71 74-72 75-45 Grand totals .. .. .. j 100-00 100-00 100-00

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The following graph has been plotted from the figures in the upper half of this table :

TRANSPORT DEVELOPMENT IN NEW ZEALAND. Development of Land Transport—Annual Cost.

The most outstanding feature in the foregoing figures is the huge increase in the amount paid annually in connection with the operation of motor-vehicles. From a modest £3,000,000 (or less than half of the figure for horse traffic) in 1914, this figure has grown to £28,000,000 in 1929. In 1914 the annual operating bill of mo tor-vehicles was approximately 75 per cent, of that for railways, while the figure for 1928 -29 approximately trebled that for the railways, without taking into account the annual road-maintenance figure of £4,000,000. Stated broadly, New Zealand now pays approximately £32,000,000 per annum as the cost of road motor transport, against just under £9,000,000 for rail transport. The following statements summarize the conclusions emerging from the foregoing :— (1) Extensive developments in road and rail facilities have taken place during recent years. (2) These developments appear on the whole to have been launched without the principle of co-ordination between road and rail having been taken into account. (3) In view of the rapid developments in the motor-vehicle, that have extended its field of activity in respect of both traffic and distance, there is and will be increasing competition between road and rail. (4) Taken in its entirety in respect of both capital investment and annual costs of operation, road transport facilities now exceed the rail facilities. From the foregoing, it is clear that the following are urgently desired if the present unsatisfactory situation is to be met: — (a) A co-ordinated policy of rail and road-construction : (b) Machinery to ensure, particularly in respect of road-development, that traffic requirements are the basis of future development.

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(!,) DEVELOPMENT OF MOTOR TRANSPORT IN NEW ZEALAND. Prior to the passing of the Motor-vehicles Act. 1924. the local authorities dealt with the registration of motor-vehicles. Under that Act, however, provision was made for the Post and Telegraph Department to take over this work. Since then a central register has been kept showing the vehicles classified under the following headings: Cars, Trucks, Omnibuses, Trailers, Tractors, Motor-cycles, and Others. By 1924 motor transport was extensively utilized in the Dominion, but it would appear that the greatest development up to that time had taken place in the private motor-car. When the central register first came into existence it showed the following figures:— Kind of Vehicle. Number. Cars .. .. .. .. .. .. 71,403 Trucks .. .. .. .. .. ..11,330 Omnibuses .. .. .. .. .. 1,032 Trailers .. .. .. .. .. .. 358 Tractors .. .. .. .. .. .. 129 Motor-cycles .. .. .. .. .. 21,585 Others .. .. .. .. .. .. 298 Total .. .. .. .. .. 106,135 Since 1924, development has been rapid, notwithstanding an economic depression in 1927-28. The most outstanding development appears to have taken place in respect of trucks. This class of vehicle slightly doubled in numbers, while cars gained by 76 per cent., and motor-cycles by 47 per cent. Between 1925 and 1926 omnibuses showed an increase on a par with the private car, but when the Motor-omnibus Act, 1926, came into operation the number of buses declined from 1,590 to 1,143 in 1927. Since that time omnibuses have gained steadily, but the number on the register in December, 1929, was slightly below that in June, 1925. The following graph shows curves plotted from the relative numbers of vehicles equating the absolute numbers in each to the figures for 1925 : —

Graph showing Relative Growth in Motor-vehicles in New Zealand, 1925-29.

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Broadly speaking, motor transport falls into three distinct groups —viz., the private motorcars, the public passenger-carrying vehicle, and the goods-vehicle. The development of each group and the major economic and social effects thereof are dealt with hereunder : — Motor-cars. For the following reasons New Zealand has proved an exceptionally good market for motor-cars, and consequently development has been rapid : — (a) The existence of a relatively high standard of living. (b) The distribution of the population into relatively small towns and rural areas : (c) The existence of a relatively large foreign trade, which has brought us into contact with Great Britain and America, two of the most highly " motorized " countries in the world : («I) The existence of a relatively long road-mileage, and the presence in most districts of good and cheap roading materials. The following figures show the number of motor-cars on the register at 31st December during each of the past five years : — Number Relative Numbers of Cars. (1925 = 100). 1925.. .. .. .. .. .. 81,662 100 1926.. .. .. .. .. .. 101,462 124 1927 .. .. .. .. .. .. 111,641 137 1928.. .. .. .. .. .. 125,656 154 1929 .. .. .. .. .. .. 143,814 176 Expressed in relation to the population, the ratio of population per car has decreased from 17 in 1925 to 10 in 1929. The following figures represent the population per private motor-car from 31st December, 1925, to 31st December, 1929 : 1925, 17 ; 1926, 14 ; 1927, 13; 1928, 12 ; 1929, 10. Geographical Distribution. Table 2 in the Appendix to this report shows the number of motor-cars on the register at 31st December for each of the last five years, classified according to highway districts. The number of persons per motor-car in each highway district on the 31st December, 1929, is given below in reverse order of magnitude, together with the population and the number of motor-cars : —

Roads. The number of motor-cars at 31st December, the mileage of formed roads at 31st March each year, and the number of cars per mile of road are given hereunder : —

it- i tv i • j. ! No. of Population ,, , „ „„„„ Persons per Highway District. j Distriot . (including Maoris), j MotOT - cara - C ar. Wellington East .. .. •• 10 34,105 4,823 7-1 Canterbury North .. . . .. 13 10,065 1,292 7-8 Canterbury South .. .. .. j 15 79,090 10,003 7-9 Hawke's Bay .. .. • • 5 75,250 9,083 8-3 Taranaki I 7 64,430 7,489 8-5 Southland .. .. •• •• 18 66,600 7,421 9-0 Gisborne i 4 32,515 3,359 9-7 Wanganui .. .. •• 8 60,710 6,144 9-9 Nelson 11 42,775 4,085 10-5 Canterbury Central .. .. .. 14 158,465 14,293 11-1 Auckland South .. .. .. 2 301,680 24,874- 12'0 Wellington West .. .. •• 9 200,990 16,512 12-2 Tauranga .. .. •• ■■ 3 36,450 2,834 12-9 Otago Central 16 22,535 1,709 13-2 Otago South 17 110,675 7,726 14-3 King-country 6 27,720 1,605 17-0 Auckland North 1 100,415 5,637 17-8 West Coast .. .. 12 36,470 1,667 21-9 Totals .. .. .. .. 1,460,940 130,556 11-2

v a Motor-cars Miles of Formed C a r s^erMile ear ' ; (31st December). Roads. of Road 1925 .. 81,662 46,148 1-8 1926 .. •• 101,462 46,777 2-2 1927 111,641 47,352 2-4 1928 125,656 47,660 2-7 1929 .. ■■ 143,814 48,321 2-9

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Effects of Development of Private Gar. (a) Social. —In the words of an economist, the motor-vehicle has " abbreviated space by annihilat ing time." The principal social effects of the development of the private car are as follow : — (1) It has inculcated tbe " travel " habit, and by so doing has broadened the horizon of the public. (2) It has brought the country into closer touch with the town. (3) It has accentuated the urbanization of the population. (4) It has assisted in solving the housing problem in the more thickly populated centres. (b) Economic. —(1) Horse-drawn vehicles as a means of passenger transport have been replaced by motor-cars. (2) The direction of the consuming-power of the community has undergone an extensive change, (3) The unsuitability of the roads that served horse traffic for motor traffic has been emphasized, and the provision of roads has now been raised as one of the foremost problems of the day. (4) The community has had to face a heavy loss of life, due to motor accidents. (5) The private car has offered effective competition to the tramways and railways, and complicated railway finance. (6) It has called forth special authorities to control motor traffic in the interests of the public. Trucks. As indicated previously, the most rapid development during the last five years has taken place in connection with motor-trucks. Since 31st December, 1925, the number of trucks on the register has increased from 13,673 to 28,189. or by 106 per cent. Table 2 sets forth a classification of the trucks on the register at 31st December for each of the last five years. Capacity. Assuming annual mileages as follows for the various classes of trucks — Assumed Class of Truck (Pay-load). Annual Mileage. 1 ton and under .. .. .. .. .. .. 10,000 Over 1 ton and under 2 tons . . . .. . . 9,000 „ 2 „ 3 „ 8,300 „ 3 „ 4 „ 7,100 „ 4 „ 5 ~ .. .. .. .. 6,300 ~5 ~ 6 ~ .. .. .. .. 6,300 6 tons and over .. .. .. .. .. 6,300 and assuming, further, that each vehicle would run to half capacity for the year, it is possible to arrive at the effective ton-mile capacity of motor-trucks. The figures arrived at in this way are given hereunder: — 31st December. Ton-miles. 1925 .. .. .. .. .. 48,355,000 1926 .. .. .. .. .. 122,817,000 1927 .. .. .. .. .. 146,576,300 1928 .. .. .. .. .. 164,235,350 1929 .. .. .. .. .. 195,983,750 For the purposes of this analysis motor-trucks may be grouped as follows : — (a) Light delivery vans employed in distribution in the more densely populated areas—e.g., bakers' vans, laundry vans, &c. : (b) Heavier types of vehicles engaged in collecting materials for and distributing products of factories—e.g., dairy factories, brickworks, sawmills, woollen-mills, &c. : (c) Both heavy and light types of vehicles employed by local carriers and Customs agents : (d) Vehicles with minimum pay-loads of between 2 and 3 tons which are operated on regular services over definite routes some of which extend for over 100 miles. Operating Zones. Broadly speaking, the truck development has so far in New Zealand been confined principally to the densely populated areas. Here the truck has replaced the horse-drawn vehicle, except in those classes of work where horse-drawn vehicles still have many advantages. As far as the vehicles comprising classes (a), (6), and (c) are concerned, it would appear that in so far as their activities are confined to handling goods within the centres of population they are complementary to and not competitive with the railway. By virtue of their flexibility, however, the operations of these vehicles have been extended into the surrounding districts. As the roads improve and the desire for the amenities of motor transport increases, this development, under existing conditions, is bound to continue. According to information received from companies that operate motor-vehicles on defined routes, there is very keen competition for the higher classes of freights from what may be termed unorganized operators-— i.e., operators who own, say, one vehicle, and transport goods on fairly long routes as opportunity offers. The expenses of the return journey are generally included in the charges made for the outward freight, so that they are in a position on the return journey to under-quote, the rates of organized services, as well as the railways, for any class of goods that may be offering. Broadly speaking, the operating zones of motor-vehicles are in the first instance determined by their physical characteristics, and may be divided into three main groups :— (a) The zone of unorganized transport: This is the zone which surrounds the home town of the operator. Its radius is determined by the mileage that can be covered in one day, allowing for loading and unloading and the return journey in sufficient time to enable the operator, to be fit for

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work next day. Taking the day of eight hours and allowing two hours for loading and unloading, there are approximately six hours' travelling-time, so that a distance of approximately 120 miles both ways, or a journey of sixty miles one way, could be fairly comfortably covered. (6) The second or middle zone of road competition implies a certain amount of organization, since for competition for this zone to be effective it is necessary that there should be some system of securing return loads for the lorries. The effective radius of this zone is a distance which it is possible for a lorry to run loaded for one day and unload at the journey's end. A night is then spent away from home, and on the following day a return load is found either to the home town or to some town in the immediate neighbourhood of the home town if no more suitable load is actually available. This radius consists roughly of places sixty to a hundred miles from the larger centres, although it may be possible for the unorganized zone to touch places outside the sixty-mile radius. Geographical configuration and the economic structure beyond the main centres are largely the determining factors of this zone. (c) The third or outer zone requires a very high degree of organization. The vehicles in this category run to a definite time-table, and it is necessary to have depots for collecting goods and satisfactory arrangements at the terminals for distributing them. This outer zone has not for various reasons been built up as yet to any great extent in New Zealand, but as evidence of the possibilities in this direction it is rather interesting to note that according to returns collected last January there were thirty-seven freight vehicles engaged on definite routes of over 100 miles in length. . Public Passengek-vehicles. (a) Omnibuses. The number of omnibuses on the register at 31st December during each of the last five years is given hereunder: — Number of Omnibuses. 31st December, 1925 .. .. .. .. .. 1,285 1926 .. .. .. .. 1,590 1927 .. .. .. .. .. 1,143 1928 .. . .. ~ .. 1,190 1929 .. .. .. .. .. 1,271 The sharp decrease in the number in 1927 is due to the coming into operation of the Motoromnibus Traffic Act, 1926, which, inter alia, put an end to the unlicensed competition between trams and buses. This resulted in a considerable number of passenger vehicles going off the road either to the scrap-heap or other routes, or being fitted with bodies for use in the carriage of commodities. As a means of transport connecting the suburbs and outlying areas with the main centres, omnibuses have proved serious competitors to the railway in the realm of suburban passenger traffic. Their mobility has enabled them to comb very effectively residential areas, while their flexibility has enabled a very comprehensive time-table to be offered to their patrons. (b) "Service" Cars (long-distance Passenger Service). The type of vehicle used in this class of work is in physical characteristics midway between the private car and the omnibus. As a general rule, it is specially constructed for this class of work. Statistics are available from the Census and Statistics Office covering the operations of 597 service cars in operation during the month of January last. These services tap a large number of areas not touched by the rail, and in this manner have acted as very useful complements to the railways. As competitors with the rail the main strength of these services lies in greater flexibility of service, rather than in lower fares. Following experience in Britain and the United States of America, it would appear that with improvements in roads and in vehicle design, as well as in organization of services, these services will become more serious competitors in actual fares in due course. Motor Transport Services running to Time-table On Defined Routes. In its earlier forms motor transport, in both the passenger and goods field, was conducted principally on an unorganized basis. The growth of organization, as measured by the number of services running according to time-table on defined routes, has been fairly rapid. The following table shows the principal statistics relating to regular public services on defined routes during the month of January, 1930:—■

Motor Transport Statistics, January, 1930.

I Combined Omnibus Passenger-car Freight Passenger Total Services. Services, i Services, and Freight Services. NORTH ISLAND. Number of vehicles .. .. No. 502 393 809 77 1,781 Approximate value .. .. £ 359,959 139,544 305,655 22,173 827,331 Persons employed — Males .. .. No. 825; 436 978 84, 2,323 Females No. 22 i 44 59 2 I. 127 Total mileage run .. .. Miles 982,973 987,038 781,533 87,287,2,838,831 Passengers carried .. .. No. 2,010,281 82,202 .. 2,474 2,094,957 Freight, carried .. .. Tons .. .. 69,857 1,597 71,454 Total receipts £ 55,779 34,041 54,103 3,155 | 147,078

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Number and Value of Vehicles.

For the whole Dominion an increase of 273 vehicles was recorded by comparison with July, 1929 The North Island had 75 per cent, of the omnibuses, 65 per cent, of the passenger-service cars, 77 per cent, of the freight vehicles, and 63 per cent, of the combined passenger and freight vehicles. Persons employed. The total number of persons engaged in connection with the services enumerated (inclusive of proprietors actively engaged) was 3,281, comprising 3,099 males and 182 females, compared with 2,740 males and 160 females in July, 1929, the increase being proportionate to the increase in the number of vehicles in commission during January. Employees per vehicle for the various classes of service were as follows : Omnibuses, 1-5 ; passengerservice cars, 1-3; freight vehicles, 1-3; and combined passenger and freight vehicles, 1-1. Mileage. Of the total mileage of almost three and three-quarter millions, over two and three-quarter millions were covered in the North Island. The average distance covered by each class of vehicle during the month was: Omnibuses, 1,837 miles; passenger-service cars, 2,312 miles; freight vehicles, 929 miles ; and combined passenger and freight vehicles, 1,132 miles. The average trip (out and home) was : Omnibuses, 14-2 miles ; passenger service cars, 81-1 miles ; freight vehicles, 32-3 miles ; and combined passenger and freight vehicles, 45-1 miles. Passengers and Freight carried. Omnibuses carried 2,279,713 passengers for £69,560 (an average fare of 7d.); passenger-service cars, 108,000 passengers for £52,844 (average, 9s. 9d.) ; and freight vehicles, 89,7J1 tons for £67,392 (average, 15s. per ton). Gross receipts per mile were 13-4 d., 9-ld., and 16-4 d. respectively. The considerably increased receipts per mile in the case of passenger-service cars was due to increased traffic on routes on which the fare per mile is comparatively high. The following table shows the quantities of the principal classes of freight carried for the North and South Islands separately, and for the Dominion

Classes of Freight carried.

| Combined Omnibus Passenger-car Freight | Passenger Total | Services. Services. Services, land Freight Services. SOUTH ISLAND. Number of vehicles .. .. No. 173 204 249 45 671 Approximate value .. .. £ 126,829 78,478 103,175 10,945 319,427 Persons emplovecl — Males .. .. No. 187 246 297 46 776 Females .. .. No. 5 33 17 55 Total mileage run .. .. Miles 257,084 393,089 201,446 I 50,833 902,452 Passengers carried .. .. No. 269,432 25,798 .. 1 969 296,199 Freight carriod .. .. Tons .. .. 19,854 614 20,468 Total receipts .. .. £ 13,781 18,803 13,289 1,461 47,334 DOMINION. Number of vehicles .. .. No. j 675 1 597 1,058 122 j 2,452 Approximate value .. .. £| 486,788 218,022 408,830 33,118 | 1,146,758 Persons employed — Males .. .. .. No. 1,012 682; 1,275 130 3,099 Females .. .. ..No. 27 I 77 76 2 182 Total mileage run .. .. Miles 1,240,057 1,380,127 982,979 138,120 3,741,283 Passengers carried .. .. No. 2,279,713 108,000 .. 3,443 2,391,156 Freight carried .. .. Tons 89,711 2,211 91,922 Total receipts .. .. £; 69,560 j 52,844 67,392 4,616 194,412 N.B.—The above table does not include vehicles engaged in the private business of owners, local carriers, and taxiservices.

North Island. South Island. j Dominion. l_ Tons. Tons. Tons. Wool .. .. .. .. .. 3,290 1,776 5,066 Dairy-produce .. .. .. .. 20,449 1,016 21,465 Hides, skins, and tallow .. .. . . 539 134 673 Live-stock .. .. .. .. 2,104 719 2,823 Grain .. .. .. .. .. 891 320 1,211 Fruit .. .. .. .. .. 540 311 851 Flax (Phormium tenax) fibre or tow .. 271 73- 344 Manures .. .. .. .. 2,563 646 3,209 Timber .. .. .. .. | 2,862 7,270 10,132 Lime and cement .. .. .. 2,121 429 2,550 Coal .. .. .. .. .. 2,216 2,721 4,937 Metal, stone, gravel, &c. .. .. 17,987 908 18,895 Fuel oils —benzine, kerosene, &c. .. .. 1,667 530 2,197 Furniture-removals .. .. . . 526 158 684 General merchandise .. .. .. 10,817 2,695 13,512 Other .. .. .. .. .. 2,611 762 3,373 *N , ~ " ' " Totals .. .. .. 71,454 20,468 91,922

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Length of Routes covered by Motor Transport. Passenger Services. (a) North Island. —Of 776 vehicles engaged over definite routes in the North Island during January, 1930, 402, or 51-8 per cent., were engaged on routes under 15 miles in length between one terminal point and another. These vehicles accounted for 873,935, or 44-36 per cent., of the total vehicle-miles, and carried 1,939,769, or 92-7 per cent., of the total passengers carried. The aggregate receipts from this business, however, accounted for £45,778, or 50-96 per cent, of the total receipts. The largest among the remaining groups were the 50- to 75-miles group, with 63 vehicles, and the 100- to 200-miles group, with 70 vehicles. The average mileage per vehicle for the month covered increases as the journey lengthens, the figures showing approximately 2,000 for the under-10-mile group ; 3,700 for the 100 to 200 ; and 7,900 for the 200 miles and over. The average receipts per vehicle-mile for all journeys works out at lid. per vehicle-mile. Broadly speaking, the receipts must, in the long-run, cover operating-costs and profit, so that it is reasonable to assume that the operating-costs would be slightly lower than lid. per vehicle-mile. It is unnecessary to point out that the flatness of the route, the surface of the road, and a number of other considerations aflect the operating costs. (b) South Island. —The distribution of services according to routes is very different in the South Island from that in the North. There is not the same clustering about the shorter routes, and a much more even spread over all routes. Of a total of 308 yehicles engaged in passenger services, 96, or 31-17 per cent., were engaged on routes of under 15 miles. These vehicles accounted for 120,673, or 18-56 per cent., of the total vehicle-mileage, and 244,110, or 82-68 per cent., of the total passengers carried. The receipts from this business, however, account for only £7,013, or 21-53 per cent., of the total receipts. The largest of the remaining groups was the 50 to 75 miles with 36 vehicles employed ; and the 100 to 200 miles, with 42 vehicles, representing 11-69 per cent, and 13-64 per cent, respectively of the total vehicles for the South Island. The figures over all vehicles for the South Island show an average mileage per vehicle of 2,110 miles ; receipts per vehicle, £106 ; receipts per passenger, 2s. 2d. ; and receipts per vehicle-mile, Is. Freight Services. (a) North Island. —In January, 1930, there were 757 vehicles engaged in the freight business over defined routes. Of these vehicles, 290, or 38-31 per cent., were engaged on routes under 15 miles in length, in respect of which 198,196 vehicle-miles were recorded, and 38,894 tons of freight were carried. Routes from 15 to 40 miles accounted for 335, or 44-26 per cent., of the total vehicles, and carried 23,409, or 33-51 per cent, of the total freight carried. The average mileage per month per vehicle showed approximately 800 for the 10- to 20-mile routes, and from 1,750 to 2,600 for the 50- to 200-mile groups. The average receipts per ton of freight range from 4s, 6d. per ton on routes up to 5 miles in length, to £2 9s. 4d. per ton on routes between 100 and 200 miles. The average per vehicle-mile over all vehicles was Is. sd. ; this figure for the various classes of routes covered shows a declining tendency as the route lengthens, from about Is. 9d. to Is. Id. for the longest and shortest routes respectively. The average carrying-capacity per vehicle engaged works out at 2-4 tons. Assuming the average load was 2 tons, this would mean that the cost per ton-mile is approximately 8-sd. (b) South Island. —The statistics show that there were 238 vehicles engaged on freight services in the South Island during January, 1930. Like the passenger-vehicles, the freight business in the South Island shows a more even distribution according to the length of route operated upon, indicating that the average haul is probably a bit longer in the South Island than in the North. Eighty-three out of these 238 vehicles were engaged on routes up to 15 miles in length, while 110 were engaged on routes between 15 and 50 miles. The average mileage per vehicle worked out at 846 miles, the receipts at £56, the receipts per ton at 13s. 5d., and per vehicle-mile at Is. 4d. This makes the average cost per ton-mile approximately lOd. Full statistics relating to the operations of organized transport according to length of routes is given in Tables 17 to 20 in the Appendix to this report. Motor Transport Routes radiating from the Four Main Centres. In order to show to what extent motor transport is engaged in the business radiating from the four main centres, a special table has been prepared showing the number of vehicles engaged on routes which have one terminal in one of the four main centres —namely, Auckland, Wellington, Christchurch, and Dunedin. The following is a summary of the full data in this connection which are given in Tables 21 to 24 of the Appendix.

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It should be noted that services operating within city boundaries-—that is, Auckland Transport Board, and Wellington, Christchnrch, and Dunedin City bus services' —have not been included in the above figures. Operating-costs. A considerable amount of information was collected under this heading during the year. The Department, however, has no power at present to collect any information, and that collected has been purely on a voluntary and confidential basis. It is quite clear that the unit costs of operation fluctuate according to the length of route operated upon, the nature of work, the nature of the roadsurface, the topography of the locality, and a number of other factors. Generalizations relating lo operating-costs in this country are, for practical purposes, worthless. An organization in Britain covering a wide field prepares from time to time comprehensive tables of operating-costs, showing the costs per mile for different classes of vehicles. These costs have been carefully examined and adapted as regards taxation, wages, and the cost of petrol to meet New Zealand conditions, and show the following results for a 2-ton (pay-load) truck fitted with pneumatic tires (</) Standing charges in pence per week : — d. Licenses .. .. .. .. .. ~ 100 Wages (one man) .. .. .. .. 1,122 Rent and rates .. .. .. .. . 90 Insurance .. .. .. .. .. . . 84 Interest .. .. .. .. ~ ~ 130 Total .. .. .. .. .. 1,526 (b) Standing charges and running-costs in pence per vehicle-mile : — Miles per Standing Runningw £ Charges. expenses. (I. d. d. 100 .. .. .. .. 25-43 4-84 30-27 JBO .. .. .. .. 19-08 4-84 23-92 100 .. .. .. .. 15-26 4-84 20-10 120 .. .. ~ .. 12-72 4-84 17-56 .150 .. .. .. .. 10-17 4-84 15-01 200 .. .. .. .. 7-63 4-84 12-47 300 .. .. .. .. 5-42 4-84 10-26 400 .. .. .. .. 3-82 4-84 8-66 500 .. .. .. .. 3-05 4-84 7-89 600 .. .. .. .. 2-54 4-84 7-38 700 .. .. .. .. 2-18 4-84 7-02 800 .. .. .. .. 1-91 4-84 6-75 1,000 .. .. .. .. 1-53 4-84 6-37

Kind of Vehicle. Frequency of Service. Omnibus. Service Car. | Freight. and Freight Total. Auckland — Hourly or less .. .. 38 .. .. .. 38 Daily, but not hourly . . 13 33 82 .. 128 Other services .... 1 7 26 .. 34 Totals (Auckland) .. 52 40 108 .. 200 Wellington — Hourly or less .. .. 57 .. . . .. 57 Daily, but not hourly . . 7 33 62 .. 102 Other services .. .. .. 15 .. 15 Totals (Wellington) .. 64 33 77 .. 174 Christchurch—■ Hourly or less .. .. 4 .. .. .. 4 Daily, but not hourly .. 20 22 32 .. 74 Other services .. .. 4 .. 17 .. 21 Totals (Christchurch).. 28 22 49 .. 99 Dunedin — Hourly or less .. .. 9 .. .. .. 9 Daily, but not hourly .. 13 13 7 .. 33 Other services .... 2 3 8 1 14 Totals (Dunedin) .. 24 16 15 1 56 Totals-— Hourly or less .. 308 . . .. .. 108 Daily,'but not hourly 53 101 183 .. 337 Other services .. 7 10 66 1 i 84 Grand totals .. 168 111 249 I 1 ! 529

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p® The following graph, which has been plotted from the foregoing figures, sets out what may be called the " Curve of decreasing costs," according to the mileage run per vehicle.

Graph showing Relative Cost per Vehicle-mile for various Mileages per Week for Motor-truck of 2-Ton Pay-load Capacity.

This question of decreasing costs according to mileages has a very important bearing on the future development of motor transport, since as organization increases, mileage increases, with the result that operating-costs are greatly brought down also. Dormant and Cancelled Registrations. The Motor-vehicles Act, 1924, and. the Motor-vehicles Amendment Act, 1927, provide that where any registered motor-vehicle is destroyed, or becomes permanently useless as a motor-vehicle, or is removed permanently beyond New Zealand, or an annual license in respect of any vehicle was not issued for the preceding year or for some portion of that year, and if registration was effected before the beginning of that year, the registration of the vehicles in question may be cancelled. The statistics relating to registrations do not include cancelled registrations. Particulars, however, of " dormant " registrations are included. The term " dormant " covers those registrations in respect of which annual licenses have not been taken out, or renewed for any time during the present or the immediately preceding licensing year. At the 31st August each year detailed figures are extracted from the central register in respect of these " dormant " registrations. The latest figures available —viz., those for the period ending 31st August. 1929—are given in the following table : —

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R ' trat' Dormant Registrations included in Percentages : Total ® ' Column A. Dormant RegisKind of Vehicle. 01 , » , tration,Column D, ! 31st August, -m a Vt> • a 1Q9( f 01 J.otal Kegistrajyzy. 1927-28. 1928-29. Total. tions, Column A. - - — A B C D Per Cent. Cars .. .. .. .. 135,487 4,055 14,162 18,217 ! 13-45 Trucks— 1-ton pay-load .. .. 17,988 774 2,492 3,266 38-16 2-ton pay-load .. .. 5,577 191 466 657 11-78 3-ton pay-load .. .. 1.545 79 167 246 15-92 4-ton pay-load .. .. 819 51 106 157 19-17 5-ton pay-load .. .. 343 20 39 59 17-20 6-ton pay-load .. .. 50 2 10 12 24-00 Over 6-ton pay-load .. .. 22 1 2 3 13-64 Total .. .. .. 26,344 1,118 3,282 4,400 16-70 Omnibuses .. .. .. 1,196 j 60 169 229 19-15 Traction-engines .. -. 370 | 85 147 232 62-70 Trailers — Two-wheel .. .. .. 760 78 212 290 38-16 Three or more wheel .. .. 250 57 52 109 43-60 Tractors .. .. .. 424 72 72 144 33-96 Motor-cycles .. .. .. 35,790 3,682 9,217 12,899 36-04 Others .. .. .. 490 23 34 57 11-63 Total .. .. .. 201,111 9,230 27,347 36,577 18-19

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Section 8 of the Motor-vehicles Amendment Act, 1927, provides that in the case of a license applied for and granted for a period less than a year, the license fees prescribed shall be reduced by the onetwelfth part thereof for every complete month by which the term of the license is less than one year. The regulations under the Public Works Amendment Act, 1924, also allow certain abatements of heavy-traffic fees where the vehicles are not in use for stated periods and the registration plates are surrendered. As the percentages in the last column of the preceding table indicate, the practice of " laying-up " vehicles for part of the year, particularly in the winter months, is fairly common in New Zealand. Excluding traction-engines, the use of which is in many instances impossible and unnecessary in the winter months, the figures show that of the total registrations at the 31st August, 1929, for omnibuses, trucks, and cars, 19-15 per cent., 16-70 per cent., and 13-45 per cent, respectively were dormant registrations. Of the total registrations of trailers with two wheels and trailers with over two wheels 38-16 per cent, and 43-60 per cent, respectively represented dormant registrations. Tractors, which, like trailers, are subject to seasonal fluctuation, showed 33-96 per cent. ; while motor-cycles, for some other reasons, showed 36-04 per cent. Up to 31st July, 1930, 29,839 registrations had been cancelled, involving vehicles as follows : Cars, 12,587 ; trucks, 3,725 ; omnibuses, 285 ; traction-engines, 247 ; trailers, 377 ; tractors, 174 ; cycles, 12,231-; other vehicles, 210 : total, 29,839. Table 7 in the Appendix shows a fuller analysis of cancellations in each highway district. The number of dormant 1927-28 registrations which were not received on Ist June last, the beginning of the new licensing year, numbered 8,338, and covered the following vehicles : Cars, 3,605 ; trucks, 1,016 ; omnibuses, 53 ; traction-engines, 77 ; trailers, 114 ; tractors, 67 ; motor-cycles, 3,385 ; other, 21 : total, 8,338. Fuller details regarding these dormant 1927-28 registrations that were cancelled on the Ist June, 1930, are given in Table 5 of the Appendix. (c) SALIENT POINTS IN EXTERNAL ECONOMY OF RAILWAYS AND MOTOR TRANSPORT. Before dealing with the question of road and rail competition it has been considered advisable to draw attention to the principal outstanding features of the external economy of the railways and motor transport: — («) Railways. 1. National Production and Railway Business. —The following graph has been plotted from relative numbers (1919 = base year) computed in respect of the data given in Table 25 of the Appendix, and shows the trends over the last ten years in (a) national volume of production per head of population, (b) the volume of freights handled on the railways per head of population, and (c) the number of ordinary passengers carried on the railways per head of population:—

Graph showing Production and Railway Activity, 1918-19 to 1929-30.

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The decline in passenger business since 1921 is so marked that explanation is superfluous. The freight business has moved in line with the national volume of production, but there is a somewhat significant lag from 1926 onwards. This may be due to an increase in the productive area of the Dominion beyond the sphere of the railway, or to the fact that the railways are not maintaining their relative position in this business. Bearing in mind the increasing competition from motor transport, it is difficult to turn from the suggestion that the latter is the principal cause of the relative decline. 2. Railways and Laiv of Decreasing Costs.—Broadly speaking, the railways operate under the law of decreasing cost, or. in other words, that a greater volume of traffic can be handled without a corresponding increase in the operating-costs. The result is that unit costs of operation tend to decline as business increases, the principal reason being the huge capital outlay required in the first instance. The decline in the passenger business has already been referred to, but the following figures show the position in respect of the two principal classes —viz., ordinary and season ticket holders from 1921-22 to 1928-29

Viewed from the broad aspect of the railway industry, this relative decline in passenger traffic would apparently have the effect, unless the goods traffic was increased by more than an equivalent proportion, of decreasing the aggregate volume of business and predisposing the industry to the tendency already referred to —viz., a relative increase in the unit cost of operation. The following figures show the revenue from both goods and passenger business from 1921-22 to 1928-29, and indicate broadly the extent to which the falling-away in the latter has been supplemented by expansion in the former : —

Comparing three yearly averages at the beginning and end of each of the series for passenger and goods revenue, it would appear that the former has fallen away by 8-51 per cent., while the latter has gained by 25-31 per cent. These comparisons extend over the whole period. Since 1925-20, however, the decline in passenger revenue has been more marked than over the whole period. Tfc is quite clear that since 1921—22 the railways have been forced to rely on a relatively greater volume of revenue from the goods traffic as compared with the passenger business. 3. Railway Charges and the Price-level. —Changes in the price-level are related to railway finance. These changes are soon reflected in the operating-costs. As the cost of living rises, wages follow, while increased costs for materials (coal, timber, repairs, &o.) very soon present themselves, when the pricelevel changes. If the revenue does not follow the changes in prices, allowing, of course, for increases of business, there is a tendency that operating-expenses will loom relatively large in. comparison with 3*

Year. ' Ordinary Passengers. J Season-ticket Holders. Total. Passengers carried. 1921-22 .. .. .. 14,262,440 472,865 28,121,763 1922-23 .. .. .. 14,256,610 485,681 28,221,362 3923-24 .. .. .. 13,836,311 525,744 28,436,475 1924-25.. .. .. 12,424,012 537,554 26,106,859 1925-26 .. .. .. 11,787,273 600,272 27,653,414 1926-27.. .. .. 10,274,878 585,078 26,002,137 1927-28 .. .. .. 9,272,547 632,741 25,379,665 1928-29 .. .. .. 9,046,267 656,155 25,574,843 Revenue. £ £ £ 1921-22.. .. .. 2,212,633 205,594 2,418,227 1922-23 .. .. .. 2,216,514 204,106 2,420,620 1923-21 .. .. .. 2.136,999 212,601 2,349.600 1924-25 .. .. .. 2,077,625 210,946 2,288,571 1925-26.. .. .. 2,271,498 265,549 2,537,047 1926-27.. .. .. 2,045,348 258,832 2,304,180 1927-28 .. .. .. 1,886,833 258,463 2,145,296 1928-29.. .. .. 1,868.047 256,699 2,124,746

tt Passenger Revenue „ , t> -c i n i . tj i6ftr, (including Scison Tickcts) Croods .i_v6vgiiiig. iiixccss 01 Groods xvGVGnuc. £ £ £ 1921-22.. .. .. 2,418,227 3,646,594 1,228,367 1922-23 .. .. .. 2,420,620 3,671,008 1,250,388 1923-24.. .. . 2,349.600 3,953,213 1,603,613 1924-25 .. .. .. 2.288,571 4,122,017 1,833,446 1925-26 .. . .. 2,537,047 4,499,160 1,962,113 1926-27 .. .. .. 2,304,180 4,596,166 2,291,986 1927-28 .. .. .. 2,145,296 4,680,135 2,534,839 1928-29 .. .. ■■ 2,124,746 4,846,125 2,721,379

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earnings. Herein lies a fruitful source for maladjustment in railway finance if the price-level is not considered in alterations to the tariff which forms the basis of the railway revenue. The following graph shows the major movements in the wholesale-price level, passenger fares and freight charges, between 1914 and 1929 :— Graph showing Railway Charges and the Price-level. Wholesale prices, 1909-13 = 1000. Bail fares, second single, 200 miles, per mile. Freight charges, Class E, general merchandise, 50 miles, per ton.

The curves in the graph show that passenger fares and freight charges have not moved in correspondence with the price-level, with the inevitable result that the relationship between operatingcosts and revenue has been deranged. Corroboration that this actually occurred is to be found in the percentage of working-expenses to earnings, which moved from 60-97 per cent, in 1918 to 71-36 per cent, in 1920 and 81-59 per cent, in 1921. 4. Classification of Freight Business according to Average Revenue per Ton-mile. —Under the law of decreasing cost the longer the haul for any commodities the lower is the cost per ton-mile; and under the railway tariff certain commodities are required to pay higher relative rates. The following table shows the ton-miles and revenue for the year ended 31st March, 1929, classified according to the average revenue per ton-mile : —

Classification according to Average Revenue.

The outstanding points in this table are : (a) That while 56-71 per cent, of the ton-miles fall within the groups of under 2d. per ton-mile, the aggregate revenue from this business represents only 34*80 per cent, of the total goods revenue, and (b) that while 23-15 per cent, of the ton-miles fall within the groups of 4d. or over per ton-mile, the aggregate revenue here represents 44-06 per cent, of the total goods revenue. In other words, the railways depend for very nearly half their revenue on the higherclassed and short-haul commodities. The following graph has been plotted from the percentages given in the preceding table, and shows the position more clearly than the bare figures : —

Ton-miles. Revenue. Average Revenue per Ton-mile. -j — vr Per Cent, of . , Per Cent, of Number. TotaJ Amount. Tota] £ Underlie!... .. .. .. 139,755,197 28-65 668,872 13-65 lid. and under 2d. .. .. .. 136,848,199 28-06 1,036,161 I 21-15 2d. „ 24d. .. .. •• 64,227,939 13-17 568,680 | 11-61 21-d. „ 3d. .. .. .. 1.361,771 0-28 16,138 0-33 3d. „ 3J-d. .. .. .. 30,958,711 6-35 425,378 8-68 3-Jd. „ 4d. .. .. .. 1,652,598 0-34 25,432 I 0-52 4d. „ 4|d. .. .. .. 84,762,283 17-38 1,549,917 , 31-64 4M. „ 5d. .. .. .. 8,992,452 1-84 173,647 3-55 5d. „ 5|d. .. .. .. .13,271,380 2-72 289,377 5-91 5id. „ 6d. .. .. .. 5,922,868 1-21 144, 789 i 2-96 Total .. .. .. 497,753.398 100-00 4,898,391 100-00 '

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Graph showing Distribution of Revenue and Ton-miles according to Average Revenue per Ton-mile for Year 1928-29, New Zealand Railways.

The area between the curves representing the relative distribution of the ton-miles and the revenue is shown as dark where that for the ton-mile exceeds that for the revenue, and is hatched where that for the revenue exceeds the ton-miles. 5. Length of Haul.—By virtue of geographical conditions and industrial structure, New Zealand is a country of relatively short hauls. The average haul for all commodities handled during the year ended 31st March, 1929, was sixty-four miles. Like all averages, this average tends to obscure the real position, and should be interpreted subject to the distribution about the average as can be roughly judged from the table below. The following table shows the ton-miles and revenue for the year ended 31st March. 1929, classified according to the average length of haul in each class : —

Classification according to Average Haul.

Two outstanding conclusions emerge from the foregoing table : (a) That 28-17 per cent, of the tonmiles are in respect of hauls of under fifty miles, which yield 41-41 per cent, of the total revenue ; and (b) that 39-04 per cent, of the total ton-miles are in respect of hauls of over 100 miles, yielding only 23-07 per cent, of the total revenue. The curves in the graph given on the next page have been plotted from the percentages shown in the table above, and bring out the full import of the figures. Where the curve representing the relative distribution of the ton-miles is above that for the revenue the intervening area has been shown in black ■ where that representing the distribution of the revenue exceeds the ton-miles the intervening area has been hatched. The important point is that the railways derive just over 40 per cent, of the total revenue from hauls of under fifty miles. 6. Basis of Operation. —As common carriers the railways are bound to carry any traffic offering at advertised rates. Broadly speaking, these rates, which have undergone minor alterations from time to time, have been carried forward from the time when the rail operated under monopoly conditions, and are based on the assumption that the rail will obtain a given volume of the business offering. Certain commodities can only be transported at relatively low rates because other commodities are carried at high rates.

Ton-miles. Bevenue. Length of Haul. • | | p, tS ° f £ 20 and under 30 miles .. 13,722,132 2-81 195,125 3-98 30 „ 40 „ .. 34,161,724 7-01 287,411 5-87 40 „ 50 „ .. 89,504,404 18-35 1,545,749 31-56 50 „ 60 „ .. 13,679,396 2-81 202,887 4-14 60 „ 70 ,. .. 80,483,366 16-50 626,573 1 12-79 70 „ 80 „ .. 54,096,644 11-09 714,432 14-58 80 „ 90 „ .. 11,662,716 2-39 196,464 4-01 90 „ 100 „ 100 „ 150 „ .. 181,894,262 37-29 1,068,197 21-81 150 miles and over .. .. 8,548,754 1-75 61,553 1-26 Totals .. .. 487,753,398 100-00 4,898,391 1 100-00 ! I I

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38

Graph showing Distribution of Revenue and Ton-miles according to Average Length of Haul for Year 1928-29.

It would be extremely difficult to set the correct proportion of the overhead and running expenses against any particular type of traffic or against any particular consignment; hence the differential tariff rates being based roughly on the value, of the commodities carried. Losses of business in highly rated commodities must inevitably lead to the creation of numerous special rates or a recasting of the whole railway tariff. 7. Organization.—The railways are State owned and operated. The motivation behind this organization is not as in private enterprise —the making of profit. As a matter of fact, the policy in the past has been more on the lines of using the railways as an economic weapon for development of the country. 8. Scope of Operation.—Excluding motor subsidiary services at terminals, rail transport is obviously limited to the miles of track. In New Zealand there were at the 31st March, 1929, 3,287 miles of railways open for traffic. The total formed roads at the same date measured 48,843 miles. (b) Motor Transport. 1. Scope. —Motor transport follows the road. As indicated above there are 48,843 miles of formed roads, against 3,287 miles of rail-track. 2. Flexibility and Mobility.—Motor transport can effect transport from terminal to terminal in the case of both passenger and goods traffic, and can be quickly moved to meet individual requirements in any localities. 3. Operating-costs. —Like the railways, motor transport, in the broadest sense, operates under the economic law of decreasing costs. Up to the point of maximum efficiency a given number of vehicles and a given standard of roads can carry increased traffic at a decreasing cost per unit. 4. Operating Unit. —The operating unit in motor transport is the single vehicle, which varies in speed and size. 5. Nature of Service.—Motor transport units do not, generally speaking, operate in New Zealand for the carriage of all classes of goods. Privately-owned vehicles fulfil the requirements of their owners. Freight services over defined routes, generally speaking, confine their activities to ceriain classes of commodities. Of the public passenger vehicles, omnibuses, licensed taxis, and service cars are the only vehicles that are open for general hire. 6. Basis of Charges.—Passenger-carrying concerns base their charges on mileage, and do not have differential facilities for which different charges are made, as in the case of first and second class fares on the railways. Freight concerns that operate for casual hire base their charges on the estimated costs of each job, while " hauliers," or concerns engaged on defined routes, charge flat rates based on mileage and tonnage, irrespective of the nature of the consignment. Internal competition has been the principal cause for creating a number of special rates. Different charges are made for small lots and parcels. 7. Frequency of Service.—Owing to the small size of the operating unit, motor transport is able to offer frequent services in both the goods and passenger business. 8. Speed. —By reason of its greater mobility and flexibility, motor transport can effect more speedy hauls over short distances than the railways. 9. Length of Haul. —Except for very short hauls in particular industries —e.g., breweries—where horse transport still preponderates, motor transport carries out the bulk of the short-haul transport in this country.

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On account of the elimination of handling-charges in comparison with the railways, which amount to approximately 7s. per ton (counting both terminals), motor transport is able to offer effective competition to the railways on hauls sufficiently short to make the handling-charges relatively important. This 7s. per ton handling-charges amounts to a loading of 3-36 d. per ton-mile for a twenty-five-mile haul, l-68d. for a fifty-mile haul, and 0-84 d. for a hundred-mile haul. 10. Organization. —Motor transport is, with the exception of services operated by the State and local authorities, operated by private enterprise in New Zealand. For the year ended 31st March, 1929, the New Zealand Railways operated 58 buses and 20 trucks, while local authorities operating electric tramways also operated 155 buses. There are in addition to the latter number, a considerable number of buses operated by local authorities that do not operate electric trams. 11. Permanent-way.—Unlike the railways, motor transport does not enjoy the exclusive use of its permanent-way, and accordingly does not pay the full cost thereof. The Department has investigations in hand for the purpose of ascertaining the share of the cost that should be borne by motor transport; but this is a difficult problem, and it will take some time to complete the investigations. The following remarks by the Ministry of Transport in Britain before the Royal Commission on Transport are of interest on this point:— It should be admitted at once that data do not exist for forming any accurate estimate of the proportion of the present cost of the improvement and maintenance of highways which should properly be borne by the users of motorvohicles. .Figures have already been furnished to the Royal Commission showing the present total annual cost of highways and the yield of taxation of motor-vehicles. From these summary figures it is open to any one to form an opinion whether the users of motor-vehicles do, or do not, bear too high a proportion of the cost of highways, in view of the value of the highway sj'stem to them and the use which they make of it. But it is a far more difficult matter to attempt to strike a balance between the value of the highway system to motor-users as a class, and its value to the community as a whole, as a general means of communication and of social intercourse. Nor is it easy to decide whether the burden of taxation is fairly and properly distributed between the users of different classes of motorvehicles in proportion to the use which they make of the highway system, the wear-and-tear they cause, and the cost of meeting their requirements in respect of such matters as strength of construction, width, ease of gradient, alignment, &c. 12. Private Ownership.—Private ownership of cars and trucks by business organizations gives an economic independence that amounts to a definite competitive advantage in certain avenues of industry. 13. Taxation. —Contributions towards the maintenance of the roads are made in the case of motor transport per medium of State in the form of special taxation. Motor transport is also subject to all existing forms of taxation where these apply —e.g., during the last ten years Customs duty on importations of vehicles and parts has amounted to £8,588,956. 14. Standards of Service. —Excluding omnibuses that come under the provisions of the Motoromnibus Traffic Act, 1926, motor transport services, both passenger and goods, are not required to comply with standards that exist in other services (railways, tramways, and shipping) for ensuring public safety and convenience. There are approximately 600 service cars, 500 buses, and 1,200 goods-vehicles engaged on defined routes according to some kind of time-table that are subject to practically no supervision in the public interest whatsoever. 15. State of Development. —Happenings in other countries show that the motor industry is in a highly dynamic state. Rapid developments are being recorded in both vehicles and roads. The area of activity for the motor is being constantly widened at an increasing rate. 16. Relationship between Road Standards and Costs.- —The better the roads the lower are the operating-costs of motor-vehicles. The following figures, compiled by an authentic American authority, show the cost of operating a motor-vehicle in cents per mile over high-type, intermediate, and low-type roads : High-type road, 5-44 cents per mile ; intermediate, 6-43 cents ; low-type, 7-50 cents. It costs 18 per cent, more to operate a motor-vehicle on intermediate as compared with high-type roads, and 38 per cent, more on low-type roads than on the high-type. (c) Road and Rail Competition. Competition between road and rail is of two kinds ; (a) Competition in comparative service ; (b) Competition in comparative cost. The former covers such factors as speed, safety, frequency of service, convenience, &c., while the latter is reflected in the rates required for the carriage of passengers or goods. In certain kinds of passenger traffic (over relatively short routes) and in the carriage of certain classes of commodities (high-class goods where speed and convenience in delivery are the principal factors, and where the intrinsic value is relatively high in comparison with bulk) it is generally recognized that competition hinges principally on comparative service, the question of cost being of minor consideration. By virtue of its mobility and flexibility, motor transport offers serious competition to the rail in point of comparative service ; indeed it offers transport amenities that are quite impossible by the rail. To this extent competition by road is for the national good, since the community reaps the benefit of services which were not formerly available. In other words, it is clear that the motor has a definite place in any complete and efficient system of transport. With improvement in roads and motor-vehicles and organization, it is inevitable that the zone of activity in comparative service will expand, and competition with the rail for the higher classes of freight will become increasingly effective. Regarding competition in comparative costs, it has been indicated under the heading of operating costs that unit costs of operation of motor-vehicles, both passenger and goods, tend to decrease as the zone of activity is widened, and as improvements are effected in road-surfaces, and in vehicle-design. There is in this country a definite connection between the competition in comparative service and in comparative costs in the field of goods traffic, since outward journeys from and between the main centres can be supplemented by back loading at cheap rates with other commodities lower down the scale. Effective competition in service in this manner puts motor transport in a stronger position as regards comparative costs.

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Broadly speaking, the road and rail routes in this country were laid out before motor transport as it exists to-day was even contemplated ; for geographical and economic reasons, which need not here be considered, the main arterial roads and the rail routes were paralleled. Inventors have since presented us with the motor-vehicle, which, naturally enough, has been developed where the traffic offered the most remunerative returns. This has naturally been found to exist in the traffic radiating from the main centres and ports. Here the traffic consists, inter alia, of high-class freights, and commodities where distribution is tending to be made in relatively small lots. By means of its greater relative mobility, motor transport has offered effective competition to the rail in this zone of activity in three major directions : (a) By providing a means of direct store to store or door delivery, thus eliminating handling ; (b) by being able to make deliveries, subject to certain limitations, when required and at relatively short notice ; and (c) by being able to effect direct deliveries to destinations not on the rail. Road-improvements in this country are, generally speaking, being proceeded with more rapidly in the roads radiating from the main centres. It follows, therefore, that competition in these localities will become more effective both in lower costs, thus enabling a wider range of commodities to be carried, and in length of haul. When it is considered that the railways work on a tariff the essential characteristics of which are higher charges for the high-class freights and lower charges for the lower-grade goods, and, further, that the average length of haul for the former class falls roughly within fifty miles as against longer hauls for the second, class, it is clear that the railways will tend to lose more and more of the high-class freights as competition becomes more effective. Tonnage handled by Road and Rail. The following figures show a classification of the estimated gross tonnage of goods handled by organized motor transport services running to time-table over defined routes and the railways during the year ended 31st March, 1930 : —

It should not be overlooked that the figures given for the road in the above table cover approximately a thousand vehicles engaged on defined routes. This number represents approximately 4 per cent, of the total number of tracks on the register at 31st March, 1929 (29,218), so that it is reasonable to assume that the total tonnage handled by motor-trucks, to say nothing of the smaller lots transported in buses and private cars, would be in the vicinity of 20,000,000 tons. A large proportion of freights handled once by the railways are handled twice or more by motor transport. The percentages in the foregoing table direct attention towards three main - differences in the classes of commodities handled by the railways and organized motor transport services:— (a) Dairy-produce amounts to 16-20 per cent, of the total tonnage handled by motor transport, against 7'60 per cent, of the rail tonnage. (b) Live-stock accounted for only 2-15 per cent, of the motor total, against 7-26 per cent. of the rail total. (c) Grain accounted for only 1-81 per cent, of the motor total against 5-60 per cent, for the rail. ■ (d) Coal comprises 7-14 per cent, of the motor total against 28-62 per cent, of the rail tonnage. (c) Metal, stone, and gravel account for 22-72 per cent, of the tonnage handled by motor transport, against 5-31 per cent, of the rail figure. (/) General merchandise and miscellaneous commodities represent 22-16 per cent, of the motor tonnage against 18-73 per cent, for the railways.

j I Gross Tonnage. : Peroent^,^f MgUre Class of Goods. I Road. j Rail. ' Road. Rail. | I Tons. Tons. Per Cent. Per Cent. Wool .. .. .. .. 32,544 124,156 3-61 1-59 Dairy-produce .. .. .. 145,848 j 592,121 16-20 7-60 Hides, skins, and tallow . . .. 7,482 32,366 0-83 0-42 Live-stock .. .. .. .. 19,386 565,778 2-15 7-26 Grain .. .. .. .. 16,380 434,844 1-81 5-60 Fruit .. .. .. .. 7,512 41,772 0-83 0-53 Flax (Phormium tenax) —Fibre or tow .. 2,862 26,159 0-31 0-33 Manures .. .. .. .. 52,998 681,458 5-88 8-75 Timber .. .. .. .. 97,002 724,785 10-77 9-31 Lime and cement .. .. .. 27,054 319,336 3-00 4-10 Coal .. .. .. .. 64,284 2,228,888 7-14 28-62 Metal, stone, gravel, &c. .. .. 204,492 413,551 22-72 5-31 Fuel-oils —Benzine, kerosene, &c. .. 23,232 144,418 2-59 1-85 Furniture removals .. .. .. 9,030 j .. o f 1-00 General merchandise.. .. .. 141,744 i .. <J 15-74 Other .. .. .. .. 48,798 1,459,341 5-42 18-73 Totals .. .. .. 900,648 7,788,973 100-00 100-00

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Road and Rail Charges. The following table shows the rail charges under the various classes in the railway tariff where the charge is based on a ton, for various hauls, (a) per ton, and (b) per ton-mile ; together with the terminal charges (estimated at 3i. 6d. per ton at each terminal for a haul of one mile and handling at each terminal) : —

RAIL CHARGES.

As road and rail distances do not always correspond, and as the motor-transport organizations charge a flat rate that varies with the mileage, it has not been possible to prepare a table corresponding to the foregoing for motor-transport services. The following figures, however, represent averages of charges made on some of the services running in the Wellington Province : 30 miles' haul, Is. per tonmile'; 40, 9-sd. ; 50, 9d. ; 70, 7-sd. ; 100, 6-sd. Comparisons between these figures and the rail charges show the following, if the terminal charges are added to the rail rates :— (а) Hauls up to 20 miles : The road rates are lower than the rail charges for Classes A, 15, C, and practically identical with Class D. (б) Hauls of 30 miles : The road rates are lower for Classes A and B, and not very much higher than Class C. (c) Hauls of 40 miles : The road rates are lower for classes A, 13, and C, and are l-2d. above Class D. (d) Hauls of 50 miles : The road rates are lower for classes A, B, and C, and are l-sd. above Class D. (e) Hauls of 70 miles : The road rates are lower for classes A, B, and C, and are Id. above Class D. (/) Hauls of 100 miles : The road rates are lower than Classes A and B, and are only 0-ld. and l-3d. above Classes C and U. It would be dangerous to generalize too much from the foregoing comparisons, as a number of factors, such as standard of road, nature and volume of traffic, &c., would tend to affect motor charges, while the traffic would have a bearing on the rail charges. Nevertheless, it seems pretty clear that under existing conditions motor transport offers serious competition to the railways for the goods falling within Classes A, B, C, and D for the shorter hauls, and for the goods falling within Classes A, B, and C for hauls up to at least one hundred miles.

Terminal Charges: Hauls. 3s. 6d. per A. B. C. D. j E. F. N. P. Q. R. Ton Each | End. < ! 1 I (a) Per Ton. Miles. (3. s. d. s. d. I s. d. s. d. s. d. a. d. s. d. a. d. s. d. a. d. 20 .. 7 18 8 16 10 14 10 12 10 5 2 3 2 6 9 5 2 3 10 5 0 30 .. 7 28 0 23 10 20 4 17 5 7 0 4 4 9 1 7 0 5 3 6 6 40 .. 7 37 1 30 10 26 0 20 11 8 3 4 11 11 5 8 10 6 5 7 9 50 .. 7 44 1 37 7 32 1 24 5 9 5 5 6 13 9 10 9 7 7 9 0 60 ,. 7 50 8 42 11 36 8 27 11 10 7 6 1 14 11 11 8 8 9 10 4 70 .. 7 56 3 47 4 40 2 31 3 11 9 6 8 16 1 12 7 9 4 11 0 80 .. 7 60 11 50 10 42 8 33 7 12 4 7 3 17 0 13 4 9 11 11 7 90 .. 7 65 7 54 4 45 0 35 4 12 11 7 10 17 7 13 9 10 6 11 10 100 .. 7 69 1 57 9 47 0 37 1 13 6 8 5 18 2 14 3 11 1 12 3 150 .. 7 86 7 69 9 56 1 45 10 16 5 11 4 21 1 16 7 14 0 13 5 200 .. 7 97 1 77 8 61 4 51 1 19 4 14 3 24 5 i 19 10 16 11 15 6 (b) Per Ton-mile. d. d. d. d. d. id. d. d. d. d. d. 20 .. 4-2 11-2 10-1 8-9 7-7 3-1 1-9 1 4-0 i 3-1 2-3 3-0 30 .. 2-8 11-2 9-5 8-L 7-0 2-8 1-7 3-6 2-8 2-1 2-9 40 .. 2-0 11 1 9-2 7-9 6-3 2-5 1-5 i 34 2-6 1-9 2-3 50 .. 1-6 10-6 9-0 7-7 5-9 2-3 1-3 3-3 ! 2-6 1-8 i 2-2 60 .. 1-3 10-1 8-6 7-3 5-6 2-1 1-2 3-0 2-3 1-7 2-1 70 .. 1-1 9-6 8-1 6-9 5-4 2-0 1-1 2-8 2-2 1-6 1-9 80 .. 1-0 9-1 7-6 6-4 5-0 1-8 1-1 2-5 2-0 1-5 1-7 90 .. 0-9 8-7 7-2 6-0 4-7 1-7 1-0 2-3 1-8 1-4 : 1-6 100 .. 0-8 8-3 6-9 5-6 4-4 1-6 1-0 2-2 1-7 1-3 1-5 150 .. 0-5 6-9 5-6 4-5 3-7 1-3 0-9 1-7 1-3 1-1 1-1 200 .. 0-4 5-8 4-7 3-7 3-1 1-2 0-9 1-5 1-2 j 1-0 0-9 __ I I I I J I

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Road and Rail Charges on certain Routes. The following table shows the advertised road charges per ton, and the classified charges shown in the railway tariff, (excluding special rates) per ton for Classes A, B, and C, on certain routes radiating from Wellington City : —

For the purposes of comparison, the sum of 7s. has been added to the rail rate in each case to cover a haul of one mile, and handling at each terminal. On account of its mobility and flexibility motor transport plays a big part in the carriage of goods in small lots and parcels. Between the main centres and the rural areas, organized motor services over defined routes represent direct channels of distribution from the big central stores to the consumer. In most cases the parcels and goods are collected at the close of the business day, in the big centres, transported to a rural centre during the night, and delivered early the next morning. The following table shows the classified rail and road rates for small lots of 1 cwt. and 2 cwt. respectively, on routes radiating from Wellington City : —-

It is interesting to note that in every case shown above the road is very substantially below that for the rail. The classified road and rail rates for small lots weighing up to 1 cwt. are set out hereunder : —

11l making use of the above figures, it should be noted that the rail figures cover rail transport only. An amount varying from 6d. to Is. according to the size of the parcel should be added to cover terminal charges. Competition in the small lots and parcels business is not so much a matter of comparative cost as comparative service. Consequently motor transport, on account of its greater mobility and flexibility, can offer a service that can be better adapted than the rail to customers' requirements, and which involves less handling, a factor of considerable importance in this business.

T) "i t> i * Differences in Favour of 1 Kail Kates.* y nA 1-rr 11. , , Miles bv Miles by Road Road. Wellington to j Rail / Roa / Rateg^ A. 1 B. C. i A. j B. C. 1 I I I s. d. s. d. s. d. s. d. s. d. s. d. s. d. Paekakariki .. .. j 27 32 2 28 8 25 9 31 30 0 2 2 fl 4 f 4 3 Paraparaumu .. . . 33 ,37 10 32 1L 28 11 37 30 0 7 10 2 11 fl 1 Otaki .. .. .. 47 49 0 42 8 37 4 51 40 0 9 0 2 8 f2 8 Levin .. .. .. ! 59 57 1 49 6 43 3 64 40 0 17 1 9 6 3 3 Palmerston North .. 87 71 2 60 4 51 4 96 55 0 16 2 5 4 f3 8 Feilding .. .. 99 75 9 64 5 53 11 105 55 0 20 9 9 5 fl "J Foxton .. . . 104 77 6 66 0 54 9 76 55 0 22 6 11 0 W 3 * Includes 7s. per ton to cover cost of cartage to rail and delivery at destination. f Indicates difference in favour of rail.

Distance Rail Rates '* Distance Road RateS ' the Road. Route. by ; by Rail. j (:wt. | 2 cwt. Road. | | 9 j cw t., I 2 cwt. J ! 1 Wellington to — Miles. s. d. ! s. d. Miles. s. d. s. d. s. d. s, d. Paekakariki .. .. .. 27 36 66 31 29 46 0 9 20 Paraparaumu .. .. 33 43 73 37 29 4 6 16 29 Otaki .. .. . . 47 4 3 7 3 51 3 0 5 0 1 3 2 3 Levin .. . . .. 59 5 0 8 0 64 30 50 20 30 Palmerston North .. .. 87 50 80 96 4 0 60 10 20 Feilding .. .. .. 99 50 80 105 40 60 10 20 Foxton .. .. 104 7 6 12 6 76 4 0 6 0 3 6 6 6 Turakina .. .. ..127 7 6 12 6 128 5 0 8 6 2 6 4 0 Wanganui . . .. 150 7 6 12 6 142 5 0 8 6 2 6 4 0 * The rates for rail carriage include Is. per hundredweight to cover cost of collection and delivery of goods.

Paekakariki. Paraparaumu. Otaki. Levin. ' North 011 Feilding. Foxton. Turakina. Wanganui. Weight. R oaf i Flail, Road. Kail. Road. Rail. Road. Rail. Road. Rail. Road. Rail. Road. Rail. Road. Rail. Road. Rail. Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles Miles 31. 27. 37. 33. 51. 47. 04. j 59. 96. 87. 105. 99. 70. 104. 128. 127. 142. 150. . s. d. s. d. s. d. s. d. s. d. s. d.| s. d. s. d. s. d. s. d. s. d. s. d. s. d. s. d. s. d. s. d. s. d. s. d. 3 lb. 1 00 61 00 61 00 610061 00610061006100 6| 1006 7 lb. 1 0061 006 1 0 0 6 1 01 01 01 0 1 01 1 0 1 0 1 0 1 6 1 0 1 6 1 0 14 lb. 1 0061 0091 30 91 31 01 61 01 61 01 61 6201 6201 6 28 lb. 1 3 0 9 1 3 1 0 1 6 1 0 1 6 1 6 2 0 1 6 2 0 1 6 2 0 2 0 2 6 2 0 2 6 2 0 56 lb. 1 9 1 61 92 02 02 02 02 63 02 63 02 63 03 93 63 93 63 9 84 lb. 20202029262 9' 263636363636365643564356 112 lb. 2 92 62 93 33 03 33 04 04 04 04 04 04 06 65 06 65 06 6 I I

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Extent of Competition. Motor-transport competition with the railways falls under the following main headings : (a) Passengers—(l) Private cars ; (2) public vehicles—omnibuses, service cars. (b) Goods —(1) Privately owned vehicles ; (2) public vehicles —General carriers operating over no defined routes, and concerns operating over definite routes. No actual data are extant regarding the extent to which private cars, or privately owned goodsvehicles are in competition with the rail, but the extent to which omnibuses, service cars, and freight services over defined routes are operated on roads that substantially parallel the rail routes can be judged from the following table : —•

Motor Transport Services over Defined Routes, January, 1930.

Because a service is operated on a road that parallels the rail route it is not always safe to assume that it is competing with the railways. The goods handled may be picked up in areas lying between rail stations and transported to the nearest big rail station, in which case the services are complementary to the rail services. A certain amount of this is no doubt found in practice, but there is reason to believe that it would be the exception rather than the rule. Of the 2,172 vehicles operated over defined routes in January last, approximately 41 per cent., or 884, were run on routes that paralleled in whole or in part rail routes. These vehicles accounted for 35 per cent, of the physical volume of passenger and goods business handled, and £97,567, or 50 per cent., of the total revenue. No statistics are available regarding the operations of motor carriers, but there is probably a certain amount of casual long-haul business done on routes that parallel in whole or in part the rail routes. E. FURTHER FACTORS RELATING TO ROADS. 1. CONSTRUCTION, MAINTENANCE, AND CLASSIFICATION OF ROADS. Iu considering the road-transport problem of this country as far as the actual roads are concerned, the roading system may be investigated under two main classes —viz., Rural roads and urban roads. The former include all those roads in the country controlled by the County Councils and Road Boards, and all those main highways controlled by the Main Highways Board outside of borough and town districts ; while the latter comprise all those roads and streets under the control of City Councils, Borough Councils, and Town Boards. Last year the expenditure on the whole system amounted to £7,708,000, and of this sum —which, by the way, amounts to £5 ss. lOd. per head of the population—£s,6Bs,ooo was spent on the rural roads and £2,023,000 on the urban roads. The following figures give some idea of the roading system under the two classes as regards standards, mileages, population, and cost, and from these figures it will be seen that New Zealand's real problem as far as road transport is concerned is the maintenance of and improvement to the rural roads. Mileages and Standards op Roads. Rural. Urban. Totals. Unformed roads .. .. .. 20,135 487 20,622 Unsurfaced roads .. .. .. 15,132 361 15,493 Surfaced in gravel or metal .. .. 28,815 2,808 31,623 Dustless surfacing .. .. .. 852 875 1,727 64,934 4,531 69,465

! I i Itoutcs paralleling I Partially ' ' ,^, l ,' | . , r.'l'r'^r,!' Hall Rout,.. m2„ r » P. rt Kail Koutes. Vehicles .. . . Number 717 167 1,288 2,172 Mileage .. .. Miles 1,604,689 376,526 1,760,068 3,741,283 Passengers .. .. Number 800,497 24,042 1,566,617 2,391,156 Freight .. .. Tons 28,545 3,594 59,786 91,922 Receipts .. .. £ ! 77,151 20,416 96,845 194,412 PERCENTAGES OF TOTALS. Per Cent. Per Cent. Per Cent. Per Cent. Vehicles ...... 33 8 59 100 Mileage ...... 43 10 47 100 Passengers . . .. .. 34 1 65 100 Freight .. .. .. 31 4 65 100 Receipts .. .. .. 40 10 50 100

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Mileages in relation to Population. Total Population per Mile Formed Roads. of Road. Rural roads .. .. -14,799 11-7 Urban roads .. .. .. .. .. 4,044 215*9 Expenditure in relation to Population. Total Expenditure per Head Expenditure. of Population. £ £ s. d. Rural roads .. .. .. .. .. 5,685,000 10 17 0 Urban .. .. .. .. .. 2,023,000 2 6 5 Whole system .. .. .. .. .. 7,708,000 5 5 10 The Department proposes, therefore, to deal with the rural roading system in this report, although most of the conclusions arrived at will apply equally to the urban roads. Rural Roads. As previously stated, there are 44,799 miles of formed rural roads, of which 15,132 miles, or 34 per cent., are unsurfaced ; 28,815 miles, or 64 per cent., are surfaced in gravel or metal; and 852 miles, or 2 per cent., are dustless ; while on these roads the country expended last year the sum of £5,685,000. Since the advent of the motor-vehicle the yearly road bill has been steadily increasing, and it is essential that all the avenues of expenditure be explored in order to discover whether it is not possible to check this regular increase in the road bill without unduly restricting the development of road transport. It is proposed to deal with the subject under the main headings of construction and maintenance, which represent the two avenues of expenditure. Construction. Under this heading are included the construction of new roads and road-structures, the surfacing and widening of existing roads, improvements to alignment, and the renewal of bridges, culverts, &c., on existing roads. In the early days of this country, when such large areas of rich country were untapped, it was practically impossible to spend money on new roads which was not fully justified ; but New Zealand has now reached that stage in its development when all new road-construction programmes should be carefully considered, and the following factors must be taken into consideration :— (1) The transport-requirements of the district. (2) Other transport facilities available. (3) Probable growth of traffic in, say, five years. It would then be possible to adopt definite standards as regards construction (including formation, surfacing, and structures), making reasonable provision for probable further development, and thus avoid the expenditure of large sums on unnecessarily high standards of roads. The surfacing of and improvements to existing roads should also be dealt with in the same manner, and in this connection a traffic census taken at regular intervals of time would not only be of great assistance in formulating a definite policy of improvements, but is practically an absolute necessity if the expenditure on roads is to be carried out on an economical basis. The following table, showing the cost of the various types of surfacing, together with their traffic-carrying capacity, as laid down by the Main Highways Board, indicate what an important item of the road bill surfacing is, and how essential it is not to adopt unnecessarily high standards.

However, although unnecessarily high standards are to be avoided, yet the large majority of the rural roads of this country require improvement. When the motor-vehicle first made itself felt as a factor in road transport the rural roading system consisted of from thirty to forty thousand miles of narrow roads, partly gravel-surfaced, and, as maximum mileage for minimum cost had been the governing factor in road-construction, the alignment was generally bad and curves of 1 chain radius, sudden changes of grade, and narrow bridges were the rule rather than the exception—that is, the rural roads of New Zealand were built to accommodate traffic consisting of slow-moving horse-drawn vehicles and of a very low density, and were more or less unsuited for the fast-moving motor-vehicles and relatively dense road traffic of to-day. This country will, therefore, not only have to find funds for new roads, but also have to find large sums each year for improvements to existing roads, and it is essential that this latter amount be spent on those roads which by the amount of traffic using them justify the expenditure. In other words, as there are not enough funds available to carry out all more or less necessary improvements to the

Type of Surface (18 ft. wide). I Cost per Mile. Traffic-carrying Capacity J r v 1 in Vehicles per Day. Water-bound macadam .. .. £1,500 to £2,500 Up to 300 Gravel .. .. .. .. £1,000 to £1,500 Up to 500 Third-coat sealing .. .. .. £2,700 to £3,900 500 to 1,500 Penetration .. .. . . .. £3,500 to £4,900 500 to 1,500 Bituminous concrete (5 in.) .. .. £5,500 to £6,000 Over 1,500 Portland-cement concrete .. .. £6,500 to £8,000 Over 1,500

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rural roads, the improvements should be put in hand in order of urgency, and conform to a definite national programme. The fact that any county or road-controlling authority has a large revenue, and is thus able to find the amount of money necessary to obtain a large subsidy from the Main Highways or Consolidation Fund, should not be considered in allocating moneys for road-improve-ments, but all allocations should be based as already stated on the relative urgency of the work. To sum up, as regards construction it appears desirable that definite standards of construction and type and width of surfacing should be laid down, having regard to the. following : (1) Density of traffic ; (2) weight of traffic units ; (3) maximum vehicle-speeds ; (4) cost of suitable surfacingmaterials ; (5) character of subgrade ; (6) climate. These standards could, then be adopted throughout the country, and roads suited to the traffic requirements would result. As traffic increased, these roads would be progressively improved in conformity with this increase, and thus the expenditure of large sums of money for the construction of or improvements to roads greatly in excess of traffic requirements would be avoided. Maintenance. Maintenance of roads represents the work required to maintain road facilities in a reasonable state of repair, and principally consists of the work required to make good the damage done to the road by traffic. The wear of a road is governed by the impact effect of the vehicles using it, and the magnitude of the impact forces are influenced by four major factors : (1) The wheel-load ; (2) the vehicle-speed ; (3) the tire equipment; (4) the roughness of the road-surface. That is, three of the major factors are associated with the vehicle and one with the character of the road-surface ; and, as far as motor-lorries are concerned, the regulations governing their use are based on these three factors. These regulations give road-controlling authorities power to limit the wheel-load by classifying the roads under their control, and the classification of motor-lorries limits the speed of the vehicle and also takes into account the tire equipment. Classification of Roads. Although the power to classify roads was given to all road-controlling authorities in April, 1925, yet to-day only 27-5 per cent, of the rural roads of this country have been classified. When it is remembered that all unclassified roads are available for gross loads of 10 tons on two-axled motorlorries and 15 tons on multi-axled vehicles, it will be seen that 73-4 per cent, of the roads of this country are open for these loads. The following table gives the present position as regards road-classification in the North and South Islands as far as the counties are concerned :—

Table 29 included in the Appendix gives the details for each county. The following table gives the numbers and licensed gross weights of the motor-lorries as registered in New Zealand in December, 1929, for the North and South Islands : —

During the year fifty different local authorities were visited, the roads under their control inspected and the question of classification discussed with the officers concerned. By means of these inspections and discussions various anomolies in the existing road-classifications were removed, and a reasonably uniform system of classification adopted for the various counties, &c., visited. Several of the Otago counties were also visited in an endeavour to bring about a co-ordinated system of road-classification for that area ; but, unfortunately, some of these Councils failed to see the necessity for classification, and apparently propose to wait until the heavy motor traffic develops before classifying their roads. In the North Island there are 19,979 motor-lorries, while road-surfacing materials are generally costly, and consequently the maintenance and construction problems facing road-controlling authorities there are much more serious than those of the South Island, where there are only 8,200 motor-lorries and gravel and metal is generally easily procurable. It is, therefore, not surprising that road-classifica-tion has received far more attention from local authorities in the North Island than from those in the South Island. However, road-classification is really just as important in the South Island, and it is most desirable that the roads in this Island be classified before the heavy traffic develops, and not after the vehicles are on the road.

UrTclasstfied Second Class. ( Third Class. Fourth Class. Fifth Class. 1 ] J ! 1 North Island .. .. 13,471 1,023 2,820 4,192 ' j 2,345 South Island .. .. 19,398 251 j 710 390 I 199 I I Totals .. .. 32,869 1,274 3,530 4,582 2,544 I

I 1 i f, ! 1 Ton. 2 Tons. 3 Tons, i 4 Tons. 5 Tons. 6 Tons. „ r .^ 01 Total. 6 Tons. North Island .. .. 13,112 4,764 1,194 632 236 ! 23 18 19,979 South Island .. .. 5,680 1,689 464 220 113 28 6 8,200 Totals .. 18,792! 6,453 1,658 852 I 349 ! 51 24 28,179

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The essence of road administration from the point of view of both the cost of maintenance and the co-ordination of transport facilities is road-classification, and, seeing that the local authorities have in a large measure failed to classify the roads under their control, it is necessary for Government to take immediate steps to bring about a general road-classification of the rural roads of this country. This classification would be based on the transport requirements of the district, the other transport facilities available, and the loads the road is capable of carrying. In this connection it is interesting to note that apparently the same problem exists in Britain. Mr. Morrison, the Minister of Transport, in speaking on the clause in the Traffic Bill which empowers the Minister to restrict the use of vehicles on specified roads said : " The whole purpose of the clause was to secure the enforcement of certain national standards in regard to the restriction of the use of roads just as there were national standards in regard to highway signs. It was very important that the motoring community and the travelling community should know that the restriction of the use of the highway was to conform to some national system and plan, and there would not be the state of chaos that would result if local authorities pursued different policies without the Minister having the opportunity of hearing objections." The map showing the present position as regards the classification of the main highways in the North Auckland district gives some idea of the necessity for a national system. For instance, on a trip from Auckland to Kaitaia the present classification allows the following gross loads : Through the Waitemata County, 4|- tons ; through the Bodney, Otamatea, and Hobson Counties, 2| tons ; through Whangarei, 6i tons ; through the Bay of Islands, 4J tons ; through Whangaroa, 6J tons ; and through Manganui, tons. Taking the road connecting the two principal towns —viz., Whangarei and Dargaville —where there is no rail connection, the road is classified from. Whangarei to the county boundary as third class, open for gross loads, and there drops to a fifth-class road, open for 2|-ton gross loads to Dargaville. To deal with the transport system of North Auckland on more general gounds, the position is as follows : The whole area is approximately 200 miles long and has a maximum width of approximately fifty miles, and is well served by a trunk railway from Auckland to Bangiahua, with two branch lines one to Opua and one to Kirikopuni, while there is also an isolated section of railway between Dargaville and Donnelly's Crossing. In addition there are numbers of small ports, of which the principal are Awanui, Mangonui, B,ussell, Ilokianga, Whangarei, Kaipara, and Mangawai, which handle, in the aggregate, 50,000 tons inward and 150,000 tons outwards. With these transport facilities available, road transport as far as goods are concerned should be all comparatively short hauls, and, except in small isolated cases where the circumstances are exceptional, there is absolutely no necessity for roads of a high class in this area. Generally, it appears that fourth-class roads, available for gross loads of tons on two-axled motor-lorries and of tons on multi-axled vehicles, would meet all reasonable requirements for road transport for many years to come. The building of high-class roads through this area will not only encourage the introduction of heavy motor-lorries which will run in direct competition with the railway, but will also mean a considerable increase in maintenance costs over all the roads in the district. That is, as far as North Auckland is concerned, the construction of first-class highways of unnecessarily high standards will have the following results : (I) Large and unnecessary increase in construction-costs ; (2) increased yearly maintenance-costs on all roads ; (3) loss of revenue on railways in this district. The Department proposes to take up the question of a general review of the road-classification in this district as soon as time permits. By an amendment to the regulation governing this classification of roads the use of the multiaxled machine is encouraged, for the reason that a vehicle of this type will do less damage to the roads even when carrying heavier loads than the ordinary two-axled motor-lorry. Data from impact tests indicate that for two trucks carrying the same load and identical, except for the rear-end construction, the unsprung component of the impact reaction of the six-wheeled vehicle is about one-half that of the four-wheeled vehicle. From this it will be seen that by means of the increased use of this type of vehicle, in place of the two-axled motor-lorry, the carrying-capacity of all of our roads would be greatly increased without any increase in the construction or maintenance costs. Speed. —This is the most important factor as regards the effect of traffic on roads, especially on roads surfaced in gravel or macadam and unsurfaced. When it is realized that provided both vehicles are similarly tired and sprung, a truck of a gross load of 2f tons travelling at thirty miles per hour will do as much damage as a truck of a gross load of 10 tons travelling at fifteen miles per hour, the necessity for speed-restriction is apparent. An ordinary private motor-car travelling at thirty-five miles per hour will do more damage to a gravel or macadam road than will a 10-ton-pneumatic-tired motor-lorry travelling at twelve miles per hour. In addition to the damage factor, the question of safety has to be considered : and, as the majority of the roads of this country are quite unsuited for excessively high speeds, both as regards surfacing and alignment, some form of speed-restriction is not only justified, but, in view of the alarming increase in motor accidents, essential. If a definite maximum speed-restriction of, say, thirty-five miles per hour were placed on the ordinary motor-car and rigidly enforced, this Department is satisfied that it would materially decrease the road-maintenance bill, and also decrease the number of motor accidents, without materially affecting the efficiency of passenger transport by road. In this connection the service-car proprietors are generally in favour of a definite speed-restriction. Tire Equipment. —The importance of this factor on the road-maintenance bill will be realized after reading the following extract: " With pneumatic tires the magnitude of impact seldom exceeds

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twice the static wheel-load. With new solid tires it may reach three or four times the static wheelload, and with badly worn solid tires the impact may be as much as six or eight times as great as the static wheel-load." The use of pneumatic tires is encouraged by allowing increased speeds to motorlorries fitted with them, and the motor-vehicle owner himself now realizes that they are a payable proposition by reducing vehicle-maintenance costs. The Roughness of the Road-surface. —In order to make full use of the 800-odd miles of dustless roads in the rural roading system the Department proposes to recommend an increase of four miles per hour for all motor-vehicles on approved roads of this typo. Owing to their smoothness when compared with the average gravel or macadam road this increase in speed will not mean any increase in the impact effect, and will materially increase the carrying-capacity of these roads. General. " The motor-vehicle is the fastest and most efficient machine which has yet run on the face of the earth.'" In order that this country may take full advantage of this wonderful means of transport it is essential that our roading system be improved and that all roads be well maintained ; but in view of the large and ever-increasing cost it is also essential that all moneys expended be spent in developing a national system on a well-formulated plan. It is also essential that any unnecessary and wasteful use of the roading system by commercial vehicles be eliminated. The following conclusions have therefore been arrived at(1) The rural roading system of this country must be dealt with from the national viewpoint, and the roads under each controlling authority must be constructed and maintained so as to form an integral part of New Zealand's road system. The radius of the motor-vehicle is not confined to county boundaries. (2) By means of road-classifications and the licensing of commercial motor services unnecessary and wasteful use of the roads would be reduced, and only those services allowed on the road that are required to meet the transport-requirements of the district. (3) By means of a road census taken at regular intervals of time, and a general investigation into the traffic-requirements of the district and other traffic facilities available, the construction of roads of unnecessarily high standards would be avoided, and also a definite national programme of improvement and development could be adopted. (4) By regulations governing speeds, tire equipment, and types of vehicles, and by the classification of all roads, maintenance costs would be reduced without unduly restricting the development of road transport. (5) By the encouragement of the multi-axled motor-vehicle the present carrying-capacity of all rural roads would be materially increased without increase in the construction or maintenance costs. 2. BO AD COSTS AND THE MOTOR IN NEW ZEALAND. Introductory. The roading problem in a young country such as New Zealand may be said to exhibit three distinct phases — (1) The initial period, when the provision of some measure of road facilities is of paramount importance, and the roading programme is limited only by the ability to pay. During this period it is to be expected that, as the land to which access is given becomes productive, the ability to pay will increase, and roading costs per capita will show an upward tendency. (2) The cost per capita obviously cannot go on increasing indefinitely, and sooner or later a period will arrive when per capita costs will remain more or less constant, financial considerations preventing its rising, and the demand for more and improved roads rendering any reduction impracticable. (3) When the point of saturation is reached, and expenditure is necessary only for maintenance and occasional construction and reconstruction, the total annual expenditure should theoretically show a decline, but even if in actual practice it remains stationary (assuming a still increasing population) the per capita cost should be lessened. Mr. C. T. Brunner, M.A., an English authority on transport economics, assumes that in Great Britain the third phase had been reached prior to the advent of the motor. Since of New Zealand's 69,465 miles of legal roads 20,622 miles are either unformed or merely bridle-tracks, and of the 48,843 miles which are formed 15,493 miles are not paved or surfaced, it seems extremely doubtful if we can be considered to be out of the first phase, or could have been so considered if the transition had not been postponed by the requirements of the motor. Increases in Road Expenditure. Using the unimproved value of land and the annual volume of national production as indexes of the production of wealth, it is possible to relate the road expenditure to production, which may be regarded as a guide to ability to pay for roads. Complete data have not been available, but every effort has been made to make the best use of that in official records.

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The following table shows the unimproved value of land, the value of production, and the expenditure on roads (exclusive of interest and sinking-fund charges, and the cost of upkeep of roadmaking machinery) from 1900 to 1929, together with index numbers relating each series to the base year 1900 : —

The trends in the four series are clearly outlined in the following graph, the curves in which have been constructed from the index numbers shown in the table :—

The outstanding point in the table and graph is that road expenditure in New Zealand increased pari passu with " ability to pay " up to 1925, but that since that year road expenditure has increased at a greater relative rate than has " ability to pay." It is true that in earlier years road expenditure may have been below our " ability to pay." This, however,! is hardly likely, particularly if it is borne in mind that New Zealand is a relatively young country. The outstanding prima facie conclusion emerging from these figures is that, judged by the standards of previous years, our road expenditure at the present time is more than we can afford. Road Expenditure per Head of Population. Road expenditure per capita from 1900 to 1911 shows a definite and fairly regular trend increasing from £14 to £1-7 (or £1-6 adjusted). The years 1912, 1913, and (to a lesser extent) 1914 saw a decided upward movement followed by a drop which in .1916 came below the " apparent normal," which it did not again exceed, until 1925. Since" 1925 expenditure has risen above what may be regarded as the normal figure established by those for preceding years.

Absolute Figures. Index Numbers. Expenditure on Roads. I o • o .| Expenditure on Vo ._ | Unimproved Value ! Value of j frSd 2"^ lcar - j of Land. | Production. ||| ■§,§ Actual. Adjusted. fit* £ Actual. Adjusted ' I j j £ £ £ £ 'laMKM : I 1900 .. .. 33,431,447 1,130,315* 1,130,315* .. 1000 1000 1000 1901 .. .. .. 1,209,443* 1,209,443* .. .. 1070 1070 1902 .. 94,847,727 .. 1,349,385* 1,349,385* 1000 ! .. 1194 1194 1903 .. .. .. 1,274,561* 1,255,725* .. .. 1128 1111 1904 .. .. .. 1,413,272* 1,393,759* .. .. 1250 1234 1905 .. 122,937,126 45,034,025 I 1,377,186* 1,351,507* 1296 1347 1218 1196 1906 .. .. .. ! 1,524,925* 1,497,962* .. .. 1349 1326 1907 .. 149,682,689 .. j 1,621,486* 1,588,135* 1578 .. 1435 1405 1908 .. .. .. i 1,692,019* 1,642,737* .. .. 1497 1454 1909 .. 172,759,948 .. 1,946,087* 1,851,653* 1821 .. 1722 1639 1910 .. .. 52,622,746 1,816,662* 1,718,696* .. 1574 1607 1521 1911 .. 184,062,798 .. 1,812,247* 1,704,842* 1941 .. 1603 1509 1912 .. .. .. 2,106,964* 1,974,662* .. .. 1864 1748 1913 .. 212,963,468 .. 2,358,610* 2,198,145* 2245 .. 2087 1945 1914 .. 228,493,376 .. 2,498,709* 2,263,323* 2409 .. 2211 2003 1915 .. 230,705,147 71,783,197 2,478,922 2,153,712 2432 2147 2233 1906 1916 .. 241,322,255 72,836,180 2,291,481 1,881,347 2544 2179 2027 1665 1917 .. 251,087,708 77,423,246 2,032,203 1,619,285 2647 2316 1798 1499 1918 .. 260,921,812 86,800,536 2,054,551 1,563,585 ; 2751 2596 1818 1384 1919 .. 275,988,409 94,622,635 2,162,824 1.577,559 I 2910 2839 1913 1396 1920 .. 290,880,264 100,757,354 2,666,137 1,816,170 i 3067 3014 2359 1607 1921 .. 317,631,245 94,290,946 3,469,408 2,058,996 | 3349 3820 3069 1822 1922 .. 329,174,337 101,331,100 3,534,566 1,934,628 1 3471 3031 3127 1712 1923 .. 330,790,991 106,994,158 3,630,122 2,045,139 j 3382 3200 3212 1810 1924 .. 333,869,581 119,668,702 3,857,861 2.212,076 | 3520 3580 3413 1858 1925 .. 339,310,260 113,130,393 4,818,076 2,720,540 ! 3577 3384 4263 2408 1926 .. 341,047,952 113,611,575 5,521,019 3,063,829 3596 3398 4884 2711 1927 .. 341,519,107 121,053,912 5,366,705 2,945,502 ! 3601 3)21 4748 2606 1928 .. 335,217,075 .. 5,480,995 3,001,640 I 3534 .. 4849 2656 1929 .. 344,757,796 .. 5,696,732 3,429,714 .. .. 5040 3034 I ' , * .Including figures interpolated for expenditures by Borough Councils, which are not available.

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The following table shows the mean population and the expenditure (excluding interest and capital charges and the cost of upkeep of roadmaking machinery) for the years 1900 to 1929 :—

Road Expenditure chargeable to Motor Traffic. It is believed by a number of authorities that the measure of special motor-taxation should lie the difference between what may be regarded as the normal aggregate of road expenditure, as judged by pre-motor days, when the State and local authorities provided the annual maintenance and capital charges, and the construction money was generally, as now, found out of loans and the present expenditure. Applying the average expenditure for the decade 1910-20, due allowance being made for fluctuations in the value of money, it would appear that the normal expenditure, excluding the increase due to motor transport, would be in the vicinity of £2,800,000. Excluding loan-expenditure, the road expenditure during the year ended 31st March, 1929, amounted to approximately £5,700,000, leaving approximately £2,900,000 as an estimate of the additional expenditure due to motor traffic. Special motor-taxation in the form of license fees, fines, &c., petrol-tax, tire-tax, and heavy traffic fees amounted to approximately £1,470,000 in 1928-29, and to £1,780,000 in 1929-30. Customs duties and primage on motor-vehicles and parts aggregated £1,332,000 in 1929-30. Public Indebtedness on Account of Roads, Streets, Bridges, etc. The following figures show the outstanding public indebtedness in respect of roads, streets, and bridges at 31st March, 1927, 1928, and 1929 : —

Actual data are not available showing a division of the indebtedness of the General Government into rural and urban roads. It would appear, however, that the greater portion of the debt represents expenditure on rural roads. The local authorities' portion of the indebtedness at 31st March, 1929, is divided between the various classes of authorities, as follows : — £ Counties .. .. .. .. •• •• 6,117,324 Boroughs .. .. .. .. •• •• 8,785,4.13 Town districts .. .. .. 280,073 Road districts.. .. .. .. •• •• 193,083 Total .. .. .. •• £15,375,893

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Expenditure on | Expenditure on Mean Roads per Capita, Roads per Capita. 0ar " Population. Year. Population. Actual, j Adjusted. Actual. Adjusted. | j j j £ £ | £ £ 1900 .. .. 792,501 1-4 1-4 1915 .. .. j 1,145,027 2-2 1-8 1901 .. .. 808,811 1-5 1-5 1916 .. .. 1,150,318 2-0 1-6 1902 .. .. 824,501 1-6 1-6 1917 .. .. 1,149,225 1-8 1-4 1903 .. .. 845,566 1-5 1-5 1918 .. .. 1,152,748 1-8 1-4 1904 .. .. 870,047 1-6 1-6 1919 .. .. 1,166,482 1-9 1-4 1905 .. .. 895,108 1-5 1-5 1920 .. .. L.207,660 2-2 1-5 1906 .. .. 920,615 1-6 1-6 1921 .. .. 1.252,206 2-8 1-6 1907 .. .. 949,650 1-7 1-6 1922 .. .. 1,285,711 2-8 1-5 1908 .. .. 973,459 1-7 1-7 1923 .. .. 1,311,381 2-8 1-6 1909 .. .. 1,000,692 1-9 1-8 1924 .. .. 1,334,029 3-0 1-7 1910 .. .. 1,025,638 1-8 1-7 1925 .. .. 1,359,995 3-5 2-0 1911 .. .. 1,045,706 1-7 1-6 1926 .. .. 1,392,073 3-9 2-2 1912 .. .. 1,069,828 1-9 1-8 1927 .. .. 1,420,762 3-8 2-1 1913 .. .. 1,096,467 2-2 2-0 1928 .. .. 1,443,323 3-8 2-1 1914 .. .. 1,125,628 2-2 2-0 1929 .. .. 1,459,983 3-9 2-3 I ; : : ; i.

I Year ended 31st March, General Government. Local Authorities. Total. - £ £ £ 1927 .. .. .. .. 16,017,253 13,465,876 29,483,129 1928 .. .. .. 17,075,387 14,908,741 31,984,128 1929 .. .. .. .. 18,395,183 15,375,893 33,771,076

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Total Annual Expenditure on Roads, Streets, Bridges, etc. The following table shows, according to the channel through which it was made, the total expenditure (covering both interest and sinking-fund charges) during the years ended 31st March, 1927, 1928, and 1929: —

The above figures should not be confused with those given earlier in this report from 1900 onwards ; these figures were available for the three years only, and include interest and sinking-fund charges, which were not available for the years previous to 1926-27. Expressed in relation to the population and the miles of formed roads the total expenditure on roads given above shows the following figures : —

Owing to the absence of data relating to interest and sinking-fund charges it was not possible to give the above figures for more than the three years shown. The difference between the roading problem in densely and sparsely populated countries is to be seen in the figures for England, Scotland, and Wales, which show a much higher expenditure per mile of road (£380), but an expenditure per head of popidation (£1 10s. 6d.) that represents only 30 per cent, of the corresponding New Zealand figure. Nature of Expenditure.—The relevant data available show that of the total expenditure on roads, streets, and bridges for the year ended 31st March, 1929, 38 per cent, was expended on maintenance, 26 per cent, on interest and sinking-fund charges, and 36 per cent, on construction. The following graph shows how each £100 of the total expenditure for 1928-29 was spent: —

EXPENDITURE ON ROADS, ETC., 1928-29, How each £100 was spent

It should be noted that in the foregoing figures it has been assumed that the expenditure of local authorities' revenue from rates represents maintenance expenditure.

Channel through which Expenditure made. ! 1926-27. 1927-28. 1928-29. I I Local authorities — Counties— £ £ £ Main highways .. .. .. 998,590 915,206 1,113,508 Other roads .'. .. .. .. 1,483,398 1,428,012 1,241,693 Total .. .. .. .. 2,481,988 2,343,218 1 2,355,201 Boroughs .. .. .. .. 1,782,264 1,748,896 1,518,538 Town districts .. .. .. 95,212 92,620 75,031 Road districts.. .. .. .. 180,826 154,917 58,310 Interest and sinking-fund charges (all local 875,282 969,068 f 999,511 authorities) — J —-—— Totals, local authorities .. 5,415,572 5,308,719 | 5,006,591 General Government —• Main Highways Board — Construction .. .. .. 289,237 305,176 649,465 Maintenance .. .. .. 157,886 192,815 263,089 Public Works Department — Construction .. .. .. 347,422 599,303 752,634 Maintenance .. .. .. 31,870 44,050 24,464 Interest and sinking-fund charges on public 880,949 939,176 1,011,735 debt — ——-—— — Totals, General Government .. 1,707,364 2,080,520 2,701,387 Grand totals, Dominion expendi- 7,122,936 7,389,239 7,707,978 ture

Year ended 31st March, Per Head of Population. Per Formed £ s. d. £ 1927 .. .. .. 5 0 3 150 1928 .. .. .. 5 2 5 155 1929 .. .. .. 5 5 10 160 I

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Source of Revenue. —The following graph shows the principal sources of revenue that provided the money involved in the expenditure on roads, streets, and bridges during the year ended 31st March, 1929 :—

EXPENDITURE ON ROADS, STREETS, ETC., 1928-29, Showing the Source of each £100 spent

If Customs duties paid in respect of motor-vehicles and parts during the calendar year 1928 are added to the special motor-taxation the portion of the annual road bill contributed by the motor per medium of these channels of taxation is 32 per cent. The following graph has been prepared from these changed figures : —

EXPENDITURE ON ROADS, ETC, 1928-29, Showing the Source of each £100 spent

Road Standards and Vehicle-operating Costs. Some idea of the effects of road standards on the costs of operating motor-vehicles is to be had from the following table : —

Table showing the Relative Cost of operating an Imaginary "Average" Automobile on various Classes of Roads. (Annual Mileage, 11,000 Miles.)

As indicated by the above figures, it costs 18 per cent, and 38 per cent, more to operate a motorvehicle on an intermediate type of road and a low type of road respectively, than on a high type of road. Bearing in mind the fact that the annual cost of motor transport (excluding the costs of the roads) in all its phases in this Dominion is approximately £28,000,000, it is readily seen that improvements in road standards may be followed by enormous reductions in the annual cost of motor transport. Of the 48,843 miles of formed roads in New Zealand at 31st March, 1929, 1,727 miles may be regarded as high type ; 31,623 as intermediate type, and 15,493 as low type. It would be difficult to attempt any estimation of the reduced operating-costs due to road-improvements, as all roads are not used to the same extent. 4*

(N.B. —Data prepared by Iowa University, United States of America.) Approximate Relative Cost of Operation in Cents per Mile. Item of Cost. j j High-type Roads. | pe | Roads. i . y j Cents. ! Cents. | Cents. Gasoline .. .. .. .. 1-09 1-31 | 1-61 Oil .. .. .. .. .. 0-22 0-22 | 0-22 Tires and tubes .. .. .. .. 0-29 j 0-64 j 0-84 Maintenance .. .. .. .. 1-43 1 1-72 j 2-11 Depreciation .. .. .. .. 1-26 1-39 1-57 License .. .. .. .. .. 0-14 0-14 j 0-14 Garage at 4 dollars per month .. .. 0-44 0-44 j 0-44 Interest at 6 per cent. .. .. .. 0-36 0-30 0-36 Insurance . . .. . . .. 0-21 0-21 0-21 Total cost .. .. . • 5-44 6-43 I 7-50 I I

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This problem of reducing operating-costs of motor transport is probably the most important aspect of the road problem, but strangely enough more attention has been directed towards the more direct side of the question —namely, expenditure on roads. The question of reduced operating-costs has not been considered to any great extent in this country. These figures are sufficiently illuminating to indicate that there are two definite angles from which the roading question may be examined. They also direct attention to the possibilities in the direction of applying actual economic and financial principles to the provision of roads. The following extract from a publication by Mr. E. W. James, Chief, Division of Design, United States Bureau of Public Roads, is of interest: —• Roads should be built only to the extent and of such types as will pay for themselves. Sound economic, financial, and technical principles should prevail over the exigencies of transitory political conditions. Finally, it must be clear . . . that any highway expenditure to be justified must be earned by the road in the form of cheaper transportation. This means that there must be enough traffic, and the type of improvement shall be such that the actual saving in cost of transportation shall at least equal the cost of the improvement. This alone justifies the cost of highway construction. During its life a highway must pay for itself ; otherwise it will be a luxury, whereas our entire discussion of the creation, design, construction, maintenance, and financing of a national highway system has been from the point of view that highways are fundamental requirements in a healthy, progressing, prosperous, and ambitious nation. Growth of Urban and Rural Rates. Lack of the necessary data at the present time has precluded showing the actual amount collected in rates by local authorities and expended on roads, streets, and bridges. The best indications available at the present time are the annual receipts from general rates. It is true that, in the case of boroughs, particularly, other avenues of local-body activity beside roads, streets, and bridges may obscure the position from the roading point of view. Nevertheless, the information available points to the fact that the growth of the general rates in the case of the counties at least may be regarded as reasonably reflecting the increasing rural road bill. The following table shows the annual receipts of general rates per £100 of gross capital values for counties and boroughs for the years ended 31st March, 1919, to 1929, together with relative numbers showing the percentage variation from the base year, 1919 :—

The following graphs show the position quite clearly, the first showing the general rates per £100 of gross capital values, and the second showing the percentage movements for both counties and boroughs : —

General Rates Relative Numbers per £100 Gross Capital Values. (1919=1000). Year ended 31st March, Counties. Boroughs. Counties. Boroughs, s. d. s. d. 1919 .. .. .. 7 1 8 7 1,000 1,000 1920 .. .. .. 7 3 9 1 1,028 1,061 1921 .. .. .. 7 7 8 9 1,068 1,023 1922 .. .. .. 7 0 9 7 980 1,117 1923 .. .. .. 7 5 9 11 1,042 1,157 1924 .. .. .. 7 7 9 7 1,071 1,117 1925 .. .. .. 8 3 9 2 1,161 1,070 1926 .. .. .. 9 5 9 2 1,329 1,075 1927 .. .. .. 9 4 9 0 1,317 1,049 1928 .. .. .. 9 7 8 7 1,348 1,000 1929 .. .. .. 9 8 8 7 1,365 1,005

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The first graph shows that since 1926 the annual receipts from general rates per £100 of gross capital values have been higher for counties than boroughs. The second graph shows that while urban general rates were declining, relatively to gross capital values from 1923 onwards, the corresponding figure for rural or county areas was increasing at a fairly sharp rate until 1926, since when a very slight upward movement has been manifest. The figure for counties in 1929 was 36-5 per cent, greater than that for 1919, while that for the boroughs showed an increase of only 0-5 per cent. From the point of view of ability to pay, the relationship between capital values and rates is of more significance than that between rates and population. The following figures showing the annual receipts from general rates (corrected for changes in the value of money) for counties and boroughs for the years ended 31st March, 1922 to 1929, are, however, of interest: —

The following graphs show the absolute and relative movements in the annual receipts from general rates per head of population, as shown above : —•

General Rates Relative Numbers per Head of Population. (1922=1000). Year ended 31st March, Counties. Boroughs. Counties. Boroughs. « £ s. d. £ s. d. 1922 .. .. .. 1 3 1 1 6 11 1,000 1,000 1923 .. .. .. 188 182 1,241 1,047 1924 .. .. .. 1 10 7 18 1 1,324 1,044 1925 .. .. .. 1 11 10 1 7 10 1,380 1,035 1926 .. .. .. 1 17 2 1 9 1 1,610 1,083 1927 .. .. .. 1 18 6 1 8 11 1,669 1,075 1928 .. .. .. 2 17 18 2 1,806 1,048 1929 .. .. .. 2 1 9 1 7 10 1.802 1,034

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The two foregoing graphs show that since 1923 the annual receipts from general rates per head of population have been higher in counties than boroughs, and that while the relative burden of the rates from the population aspect has remained on a fairly even level for boroughs, it has been increasing rapidly in counties. The figure for counties in 1929 was 80-2 per cent, greater than that for 1922, whereas that for the boroughs showed a gain of only 3-1 per cent. Granting that the foregoing remarks do not definitely establish that the evolution in motor transport in recent years has been the sole cause of the rise in county rates, there is reason to believe that it has been the major cause. The outstanding point of practical importance in this is that, as the prosperity of New Zealand is dependent on the state of the farming industry, we cannot afford to allow the present position to pass unnoticed if it is discovered that an undue burden has been allowed to develop on the farmer. The matter is considered of sufficient importance to warrant special detailed investigation, and a departmental Committee that has been set lip for the purpose of investigating the whole question of road finance will give special attention to this matter. By means of actual surveys covering typical farms in all counties, it is anticipated that it will be possible to show the real position and enable any economic adjustments that may be considered necessary to be made. The Department is being assisted on this Committee by representatives from, the Treasury, Public Works Department, and Agriculture Department. Special Motor-taxation. In pre-motor days the annual expenditure necessary in connection with roads, streets, and bridges, was derived from three main sources —viz., the local ratepayers, the general Government, and loans. A certain amount of revenue was also derived from special licenses charged in respect of the use of certain of the heavier types of vehicles. The introduction of the motor was followed by increased maintenance costs of roads, and a demand for higher-standard roads. Following the experience of other countries, a fourth source of revenue was created to meet the increased costs of maintenanceI—viz.,1 —viz., special motor-taxation. This special taxation is now represented by the motor-spirits tax, the tire-tax, registration and license fees, heavy-traffic fees, and drivers' license fees. The following summary shows the receijits from the various sources of special motor-taxation for the years ended 31st March, 1923 to 1930 : —

Year ended m. , Motor-spirits i . , Heavy-traffic Drivers r| . , , ,, , ,, , lire-tax. m r Motor-venicJes i -J T . Total. .list March, Tax. \ lees. Licenses. I ! i ; 1 - -. £ £ £ £ £ £ 1923 .. .. 121,092 .. .. .. .. 121,092 1924 .. .. 123,568 .. .. .. .. 123,568 1925 .. .. 152,303 .. 257,500 .. .. 409,803 1926 -. .. 228,711 .. 1 86,681* 114,009 33,162 4-62,563 1927 .. .. 190,575 .. 395,797 220,616 50,650 857,638 1928 .. . 227,451 113,516 ' 345,510 157,651 52,495 926,623 1929 .. .. 196,747 802,232 244,598 190,789 36.830 1,471,196 1930 .. .. 155,910 961,907 391,368 220,000 50,000f 1,779,185 Totals lip to 31st March, 1930 1,396,357 1,907,655 1,721,454 903,065 223,137 6,151,668 * Alteration in licensing period. t Estimated.

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All the special taxation shown in the first three columns of the preceding table is earmarked for expenditure on roads that have been classified as main or secondary highways. Revenue from heavy-traffic fees is required to be spent 011 the maintenance of roads, but that from drivers' licenses goes into the General Fund of the local authorities. Heavy-tbaffic Fees. The following table shows the amounts paid in heavy-traffic fees in respect of each class of vehicle during the years ended 31st March, 1926, 1927, 1928, and 1929 : —

The figures given in the above table and in Tables 12 to 14 of the Appendix to this report are exclusive of four counties, four boroughs, and one town district, which did not supply the necessary information. The regulations empowering the collection of heavy-traffic fees by local authorities provide that the revenue therefrom must be spent on the maintenance of roads. It is commonly believed that the object of the heavy-traffic fees is to make good the damage wrought on the roads by the heavier types of vehicles. This is erroneous, since if the regulations relating to speed and classification of roads are observed, the heavier vehicles do not, as far as existing knowledge goes, cause any greater damage to the roads. Heavier vehicles call for expenditure on the strengthening of foundations to bear their weight and the easing of gradients to enable heavy loads to be carried, and the heavy-traffic fees represent their contribution towards these extra road costs, which would not, except where traffic is dense, be justified for use by the lighter types of vehicles. The following diagram shows the differences in the estimated annual costs per mile per annum for 2i, 6§, and 10-ton-capacity roads, with gravel and dustless surfaces respectively : —

Year ended 31st March, Type of Vehicle. Type of Tire. 1926. 1927. 1928. 1929. £ s. d. £ s. d. £ s. d. £ s. d. Carrying passengers and lug- Pneumatic .. 13,334 2 9 25,568 9 11 28,582 17 9 31,265 15 3 gage only Super-resilient Solid.. .. 375 0 0 1,041 13 6 92 0 0 Total .. 13,709 2 9 26,610 3 5 28,674 17 9 31,265 15 3 Pneumatic .. 13,680 16 5 28,951 15 3 40,344 8 8 57,181 15 10 Carrying goods only .. Super-resilient.. .. .. 2,374 9 3 2,042 16 6 Solid.. .. 45,743 5 6 76,604 12 4 77,034 0 4 81,818 7 9 Total .. 59,424 111 105,556 7 7 119,752 18 3 141,043 0 1 Pneumatic .. 2,500 7 6l 3,114 6 0 3,577 17 11 3,890 12 0 Carrying both passengers and Super-resilient .. .. I .. 20 5 4 67 10 7 goods Solid.. .. 1,962 9 8j 984 1 0 1,259 5 10 593 6 4 Total .. 4,462 17 2 4,098 7 0 4,857 9 1 4,551 8 11 Pneumatic .. 29,515 6 8 57,634 11 2 72,505 4 4 92,338 3 1 Total, all classes of vehicles Super-resilient.. .. .. 2,394 14 7 2,110 7 1 Solid.. .. 48,080 15 2 78,630 6 10 78,385 6 2 82,411 14 1 Total .. 77,596 110 136,264 18 0 153,285 5 1 176,860 4 3

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Table 27 of the Appendix shows the yield from Customs taxation on motor-vehicles and parts for the calendar years 1919 to 1929. Heavy Traffic Fees in United States of America. Reference has already been made to the existence, in most countries employing motor transport to any great extent, of systems of taxation that impose higher rates on the heavier types of vehicles. The following figures show comparisons on the pay-load capacity of trucks in New Zealand and the average for trucks in ten American States where the structure of the taxation scale made comparisons possible : —

N.B. —It should be noted that the above figures do not cover petrol-tax ; in New Zealand the petrol-tax is now 6d. per gallon, whereas the average of this tax in the ten States covered was equivalent to 2d. per gallon. An outstanding difference between the American and New Zealand scales is that the former provides for all classes of trucks, observing no minimum, whereas the New Zealand scale observes the gross load minimum of 2 tons which is equivalent to a pay-load capacity of approximately 1 ton. The American monetary expressions have been converted into equivalent English money on the assumption that 4-83 dollars = £1. The New Zealand scale is higher than the American throughout, the differences ranging from £4 Is. per annum for a 1| tons to lf-tons truck to £24 12s. for the largest two-axle vehicles allowed on New Zealand roads —viz., those having a gross load weight of 10 tons, which is equivalent to a pay-load capacity of approximately 5 tons. It should be noted that there are relatively more trucks in the United States than in New Zealand, that the volume of traffic on the roads is much greater, and that the road costs per unit of traffic are consequently much lower there than in this country. Basis of Taxation. Broadly speaking the " user" principle is generally recognized in countries using motor transport to any appreciable extent as the best practicable basis for special motor-taxation. It is found for the most part in the form of a motor-spirits tax supplemented by special fees, generally on a sliding scale, for the heavier types of vehicles. Use as measured by mileage is reflected in the petrol consumption, so that with the petrol-tax the amount paid moves with the mileage run. From the point of view of use as indicated by weight, the petrol-tax varies according to the weight and type of vehicle, since the petrol-consumption is relatively lower for a light than a heavy vehicle. Assume a light vehicle in the form of a private car, the gross weight of which is one ton, doing twenty miles per gallon, and a 3-ton lorry with a gross weight of 6 tons, doing eight miles to the gallon ; assume further, a petrol-tax of 6d. per gallon. This means on a ton-mile basis that the tax on the private car amounts to 0-3 d. per mile, while in the case of the lorry, it amounts to 0-75 d., or two and a half times that for the car. Yet the gross load of the lorry is eight times that of the car. The ton-mile formula, however, does not cover the whole question. It is estimated, for instance, that the road that will carry the car will involve an additional annual expenditure of £150 if it is gravel and £280 if it is dustless to carry the lorry. The following extract from the report of the Departmental Committee on the Taxation and Regulation of Motor-vehicles set up by the Ministry of Transport in Britain in 1924 is of particular interest in the Dominion to-day : — We have said enough to indicate that it is not in our opinion possible to accept without qualification the argument that, because the proceeds of the tax are intended to be applied to the maintenance and improvement of the highways, the use which any vehicle makes of the road should be the sole measure required to determine the rate of duty to be paid in respect of that vehicle. There are other factors to which, when we last reported, we thought regard should be had, and which we still think cannot be left out of account, though we do not feel it incumbent upon us to assign specific weight to each. There is, however, one point with which it appears to us particularly relevant to deal in short detail. It is often suggested that the use made of the roads by any vehicle is measured by the wear-and-tear due to such use, but a brief consideration of the facts will show that this is not a complete statement of the case.

Pay-load Capacity. j New Zealand. TML^Sta^Ja) ra " eS | Difference. £ s. d. £ s. d. i £ s. d. Under 1 ton .. .. .. . . 3 2 0 j 1 -1|- tons .. .. .. 520 4 18 0 1 040 H-lf „.. .. .. .. 10 40 630 410 If-2 „ .. .. .. .. 13 12 0 6 10 0 7 2 0 2 -21 „ .. .. .. .. 18 14 0 9 19 0 j 8 15 0 2J-3 „ .. .. .. .. 25 10 0 12 10 0 13 0 0 3 -3£ „ .. .. .. .. 32 6 0 16 0 0 15 16 0 3|-4 „ .. .. .. .. 40 7 6 20 9 0 , 19 18 6 4 -4| „ .. .. .. .. 48 17 6 30 1 0 18 16 6 4|-5 „ .. .. .. .. 59 10 0 34 18 0 24 12 0 5 -6 „ .. .. .. .. ! .. 54 4 0 i I I

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At the present, moment ami (luring the past few yoars much of the excessive woar-and-tear of the roads has been due to the breaking-down of foundations which have not yet been put into proper condition to stand the increased traffic. When once this initial work has been completed wear-and-tear will tend to be confined in a much greater degree to the actual surface, and the dead weight of the vehicle will not count for so much. Broadly, it may be said that the heavier vehicles call for expenditure on the strengthening of foundations to bear their weight, and the easing of gradients to enable heavy loads to be carried, whilst the lighter and faster vehicles call for expenditure on the improvement of surfaces and the widening and better alignment of the carriageway, so as to allow higher spoeds with safety and comfort. 11 will thus be seen that a simple ton-mile formula would not afford a true measure of the user of the roads, and, in order to bo even approximately accurate, any formula for the calculation of this quantity could only be settled after the examination of a considerable volume of statistics as to the cost of upkeep of and. the traffic passing over a number of selected lengths of road over a number of years. From a consideration of these statistics, which would need to discriminate between expenditure on surfacing, foundations, widenings, alignment, and regrading, it might be possible to formulate co-efficients to indicate the user of the roads in relation to the following factors : (a) Type of tire ; (6) maximum and average speed ; (c) unsprung weight; (d) maximum and average laden weight; (e) distribution of weight; (/) impact effects. International Comparisons, Special Motor-taxation per Vehicle. Table 28 in the Appendix to this report shows the taxation per vehicle for the principal kinds of vehicles in New Zealand, Great Britain, Australia, and 11 certain States in the United States of America. The figures have been prepared upon a uniform basis and cover petrol-tax, tire-tax, and all registration fees, and any other forms of special taxation. The following summary shows the comparisons for the places named in respect of the annual taxation payable for a private car, a 3-ton pay-load truck fitted with pneumatic tires, and a motoromnibus with seating-capacity for twenty-five persons, also fitted with pneumatic tires: —

The above table shows that the annual taxation per private car is considerably lower in New Zealand than in either Britain or any of the Australian States, but is higher than for the three States of America given. That for trucks is higher in New Zealand than in Britain or America, and is only exceeded by the figures for South Australia and Queensland. The following basis has been used for calculating the petrol and tire taxes :— Petrol-tax — Vehicle Annual Miles per VemClU Mileage. Gallon. Car .. .. .. .. .. .. .. 4,500 18 3-ton truck .. .. .. .. .. .. .. 10,000 10 Omnibus (seating capacity, twenty-five persons) .. .. .. 30,000 10 Tire-tax on foreign tires— New Zealand .. .. .. .. .. 35 per cent, ad vol. Britain .. .. .. .. .. .. 33 ~ Australia .. .. .. .. .. 40 „ N.B.—The New Zealand rate was raised to 40 per cent, in 1930. The tax for an omnibus is also much higher in New Zealand than in Britain and America. The Australian States, however, are, with the exception of New South Wales and Queensland, on about the same level as New Zealand. Systems in other Countries. An examination of the systems of motor-taxation in force in 144 countries, States, and provinces throughout the world has been made. Approximately 75 per cent, of these adopt a graduated as opposed to a fiat tax in respect of each of the three main classes of vehicles (private cars, trucks, and hackneys). The following summary shows the results of a tabulation that has been made :—

I I Omnibus with Seating Country. Private Car. 3-ton Pay-load Truck. | Capacity for Twenty(18 h.p., 1 ton, Gross.) (18 h.p., 1 ton, Gross.) (Pneumatic tires.) J five Persons. | (Pneumatic tires.) £ s. d. I £ s. d. £ s. d. New Zealand .. . . . . 9 15 0 60 9 0 161 15 0 Britain .. .. .. .. 23 13 4 54 18 4 118 0 0 New South Wales .. .. .. 13 16 11 51 2 8 144 10 0 West Australia .. .. .. 14 6 11 57 12 8 175 0 0 Victoria .. .. .. .. 14 0 11 56 2 8 197 17 6 South Australia .. .. .. 14 16 11 75 7 8 160 5 0 Queensland . . .. . . 13 8 3 62 10 2 139 7 4 United States of America— Florida .. .. .. 5 9 2 33 10 0 143 12 0 Montana .. .. . . 4 13 9 I 18 4 7 75 0 0 North Carolina .. .. .. 3 2 6 • 26 0 10 42 18 4

Number of Countries, &c., adopting Flat Tax. Graduated Tax. Total. Cars .. .. . ■ . • 37 107 | 144 Trucks 40 104 j 144 Hackneys .. .. .. .. 40 104 144 !_ ____

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The graduated systems have been further analysed, as follows : —

A number of countries, &c., have more than the one graduated system in operation, hence the number of instances given in the preceding table exceeding the number of countries referred to previously as 144. Weight is the most popular factor, being employed in no less than 133 instances, while horse-power comes next, with eighty-one instances. F. MECHANICAL DEVELOPMENT IN MOTOR TRANSPORT. Three-axle Vehicles. As stated earlier the active development of and increase in the use of the three-axle rigid-frame type of vehicle, which is giving satisfaction in service on all classes of roads overseas, has proved that relatively heavy loads can be transported economically with less damage to the roadway than is caused by the orthodox two-axle type on tires of the same kind —e.g., the published data covering a series of special tests in the United States of America under normal and identical running conditions show that the impact effect of a loaded 2-ton pay-load two-axle truck was 4-3 per cent, more than that of a loaded 5-ton pay-load three-axle truck. The six-wheel three-axle omnibus is a very popular type in England, and one of these buses, carrying a total load of fifty-two passengers, has been recently put into service in Wellington. However, few proprietors in New Zealand have need to-day for vehicles so large as this one. The three-axle omnibus-chassis with a suitable body is now being extensively used in many parts of Australia for the carriage of live-stock of all kinds, from pigs and lambs to cattle and racehorses. Those who have experience in the movement and marketing of live-stock from the farm predict a rapid expansion in the transportation of live-stock by such means. One well-known English firm has recently produced a commercial three-axle vehicle which has an exceptional tractive effort : the draw-bar pull is given at 10,000 lb. Each of the three axles is powerdriven, but the drive to the front axle can be disconnected at will by the driver, as would be the case when travelling along a good roadway. This vehicle will take a net load of 8 tons, and will at the same time haul a trailer loaded with 5 tons. The pay - load of 13 tons can be taken along ordinary roads at a travelling speed of twenty-five miles an hour. During the trials road speeds much higher than this were attained, and it can be taken also at relatively high speed across uneven country, chains being used on all wheels, if necessary, when crossing soft grassy farm land. This firm has received an order for nine six-wheel-drive six-wheeler tractors from the War Office as a result of the satisfactory performances of a tractor of this type which was given a one-year trial. The draw-bar pull of these units is 12,600 lb. Trailers. Perhaps the most interesting development during the year in the articulated-lorry class is the English-made fourteen-wheeler, which is now in regular service in England carrying single loads up to 104 tons. The owner is at present using it for the delivery of nearly 200 railway-engines, varying in weight from 50 to 104 tons. One engine per day will be transported intact from the maker's trialground to the wharf at the respective place of shipment; the time and expense incidental to the dismantling of such engines in the past for transportation cither by road or by railway is thereby saved. Another English firm has produced an 85-ton sixteen-wheeler trailer-wagon for somewhat similar service. In many parts of England, the United States of America, and the Continent trailers are being extensively used, and there are numerous types and designs, each serving its purpose with efficiency, economy, and convenience. The tendency in haulage by "trailer units appears to be towards the separate tractor with trailer type, rather than for an extension of the use of the motor-truck with trailer for heavy loads at high speeds over long or short distances, although on good roads the motor-truck-type tractor with its semi-trailer is now well established.

Number of Instances. Basis. j Cars. Trucks. Hackneys. Total. I I _ Horse-power .. .. .. 36 20 25 ! 81 Horse-power and weight . . . . 10 12 12 34 Horse-power and seating-capacity . . 5 . . 4 9 Weight .. .. .. .. 35 60 38 133 Seating-capacity .. .. .. 12 .. 18 30 Pay-load .. .. .. .. .. 7 .. 7 Wheel-base .. .. .. .. 4 2 4 1 10 Value .. .. .. .. 2 1 1 4 Value X weight ...... 1 1 1 3 Number of cylinders and length X track 1 . . . . 1 Petrol-tax only ...... 1 1 1 3 Totals ... .. .. 107 i 104 j 104 315

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In the large well-organized transport concerns overseas the tractor operates with two, and under favourable conditions with three, separate sets of trailer units ; thus the tractor is kept at work while the loading and the unloading of the respective trailers is being undertaken. Similarly, trailers adapted for the carriage of box-like weatherproof lock-up containers, of special construction to meet the needs of the merchants concerned, are being universally used by certain manufacturers. This system for the bulk transportation of perishable or valuable goods has, quite naturally, developed a considerable night-time traffic in some areas. Omnibuses. In this Dominion there are few licensed omnibus services which could be safely compared with the services in Great Britain. However, it may be of some interest to have something in the nature of gleanings from transport journals and the like which are received regularly by the Department from England and from the United States of America. We must not lose sight of the fact that the restrictions on gross weight and over-all length, &c., differ in these two countries — e.g., the maximum length over-all for a two-axle vehicle is 27 ft. 6 in. (approximately) and for a three-axle vehicle 30 ft. under the English regulations, whereas any vehicle in most States of the United States of America may be 33 ft. over all. The restriction by regulation in New Zealand is 30 ft. for a two-axle or a multi-axle (three-axle) vehicle. It would appear that proprietors in England prefer to use in city services the 50-seat " doubledecker " or the 30-32-seat single-deck bus, according to the requirements, while for long-distance (coach) service the 25-28-seater (usually the same chassis as the 30-32-seat bus) is the most popular. The " forward control " (drive over front axle) type of chassis is now almost universal; the higherpowered engines give faster travelling speed and better acceleration ; the four-cylinder engine is slowly giving way to the six-cylinder unit; as yet a few chassis only are fitted with eight cylinders. The vehicles in general are now relatively lighter through the use of pressed steel and special alloy metals, also because of improved methods of body construction, while the low-set chassis-frames give an attractive appearance to the finished vehicle. In the United States comparatively few double-deckers are used, the popular types of city bus being 35-40-seater single-deck vehicles, and for the long-distance services the most popular capacity is 25-28 seats as in England. The single-deck city bus gives a faster schedule than the double-decker, chiefly through the saving of time in loading and unloading both at the terminal stations and at the intermediate stops. Very few forward-control passenger-vehicles are used in United States of America, probably because the regulation maximum over-all length allows sufficient passenger space for the present needs of this service. The American omnibus chassis are being fitted with engines of very high power —one recent model is scheduled at 175 h.p. Six-cylinder engines are the most popular, although several "eights" are now in service ; the four-cylinder engine for passenger and for commercial work is being quickly superseded. The rigid-frame three-axle omnibus is not yet on the American market, but petrol electric passenger-vehicles are being used to a considerable extent. Goods-vehicles. There are some marked contrasts in the field of commercial transport when one compares the data available from England and from the United States of America. In England the 2-3-ton pay-load vehicle, apparently, is the most popular and. next comes the 6-ton, while in the United States of America 45 per cent, of the vehicles are Ito 1| ton capacity, followed by 35 per cent, of to 2 ton. The tendency in England is to use the " omnibus chassis " for long-distance haulage, while in the United States of America relatively small but fast-travelling trucks are favoured. The two-axle commercial truck is allowed a total gross weight of 12 tons and the three-axle type is allowed a gross weight of 19 tons in England ; hence many of the latter type are operating with a pay-load of 12 tons. Vehicles of this capacity are not made in the United States of America. In both countries pneumatic tires are fitted as standard equipment oil practically all vehicles, except the heaviest classes, and in the United States of America the latter are offered with " pneumatics " as optional equipment. In several countries solid tires for motor-vehicles are prohibited because they are liable to seriously damage the roadway. Under normal conditions a badly-worn solid tire has an impact effect as much as six or eight times the static wheel-load, while that of a pneumatic tire has seldom exceeded twice the static wlieel-load. " Diesel " Type Engines. The progress made and satisfaction obtained in England and elsewhere particularly during the past year with the heavy-oil internal-combustion engine is remarkable. Many vehicles (buses, tractors, and lorries) with this type of engine are in regular service, while many others are being run experimentally in both large and small vehicles, most of which are giving very encouraging and economical performances. In other cases existing petrol-engines have been fitted with special carburettors and other essential parts for the use of heavy oil. There is considerable activity in this conversion of existing units, but the engine specially designed for heavy oil will, of course, prove the more economical. It is claimed and tests have shown that the so-called " Diesel " engine gives much better vehicle acceleration ; an all-round smoother and more flexible performance ; allows of both faster and slower speeds in top gear ; is better on hill-climbing ; has a better thermal efficiency and runs cooler than the petrol-engine ; uses less fuel —about half as much —for a given job ; has an exhaust practically free from carbon monoxide ; also, in addition, has the advantage of the comparatively low price of its fuel. Such chassis will reach New Zealand in due time.

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Tires.

Motorists, if not the general public, appreciate the dependability of the pneumatic tire of to-day and the added comfort brought by those of ''balloon" variety, but few have read or heard of the " roadless " tire, which is of a unique cross-section, has a normal inflation-pressure of 10 lb. per square inch only, and is considered suitable for soft surfaces or deep sandy country. Such a tire should give an exceptionally comfortable journey with an entire absence of skidding, and is at present being tested in England. OVERSEA MECHANICAL TRANSPORT COUNCIL. The question of the development of mechanical transport in some form to act as economical feeders to the main lines of railway, and the possibilities of opening up undeveloped areas within the Empire by means of specially designed motor-vehicles, was discussed at the last Colonial Office Conference in 1927. The recommendations then made were confirmed in principle by a further Conference summoned by the Empire Marketing Board during 1928. These conferences led to the appointment by the Secretary of State of a Directing Committee who started work iti November, 1928, to study, in a practical way, every aspect of mechanical transport likely to further the economic development of the Oversea Empire. The Council to w-hom the Directing Committee is responsible was constituted some months later and includes representatives of the Governments that were prepared to render financial support to the scheme. By arrangement, our Consulting Engineer in London (Mr. Ranald J. Harvey) represents the Government of this Dominion, which has promised to contribute £250 per annum for four years, making £1,000 in all. The estimate of the expenditure that seems likely to be necessary in order that the Directing Committee may achieve satisfactory results in this experimental work and in order to carry the programme right through during the four-years period—including the practical tests of the special vehicles in oversea territories —is approximately £130,000. Initially the Empire Marketing Board declared its willingness to contribute by subsidizing on a £l-for-£l basis all moneys received from the Governments oversea. Such a proposition merited the spontaneous support which it obtained from all parts of the Empire, and appears to be worthy of all the support, financially and otherwise, that this Dominion can offer. As an immediate and direct help to members of the Government Departments concerned and to those in whose interest this work has been undertaken, the Directing Committee decided to issue a confidential bulletin each quarter. Judging from the four copies already received, the Departments on the mailing-list will regularly receive invaluable up-to-date information gleaned from world-wide sources on transportation in general, and also will obtain progress reports concerning the design, construction, and developments arising from the trials of the special vehicles which the Directing Committee is now concentrating its energy upon for the economical transportation of loads of 15 tons to a probable 100 tons upon inferior roads. These bulletins will materially help to bring officers of the Public Works, Railways, Main Highways Board, Scientific and Industrial Research, and Transport Departments abreast of the times in regard to the best authoritative literature on new methods of road-construction, new features in the design of motor-engines, carburettors, transmissions, steeriug, and springing ; also regarding developments in the design and construction of special vehicles,, chassis, bodies, brakes, tractors, trailers, couplings, wheels, tires, and tracks; and will also bring them into touch with the trend towards the development of road cum railway transport. The information on the committee's investigation into engines which, have been recently designed or adapted to use heavy oil, on the results of trials run by special experimental vehicles, and on others fitted with engines of the heavy-oi! (so-called " Diesel ") type is of particular interest. In this connection the present indications are that the characteristic row of kerbside pumps so common in this Dominion, will be extended in the near future by the erection of heavy-oil pumps, which under tax-free conditions as existing to-day, would deliver a tax-free fuel at a very low price. (1. TRANSPORT CO-ORDINATION. The term " co-ordination" has come to be used somewhat loosely in conncction with the transport problem. In the technical sense it implies the elimination of competition —(a) either by the arrangement of the road and rail services in such a manner that wasteful competition, due to duplication of services, is, as far as possible and desirable, eliminated ; and (b) restricting the number of operators in the field of motor transport so that the full requirements in the way of transport are afforded by the least number of vehicles. As Dr. Eenelon, M.A., a prominent British authority, puts it, " As a possible solution of the transport problem, there has been an increasing tendency to search for some compromise whereby the various methods may be co-ordinated to their mutual advantage, and to the benefit of the public. Such co-ordination implies that each form of transport would lie used in the economic conjuncture best suited to its characteristics." The same writer goes on to point out that the economic basis of co-ordination rests upon the fact that the various types of transport have each certain advantages and limitations for the carriage of particular items of transport, or for use in certain circumstances. In other words, it appears that one type of transport in itself is far inferior, from a national point of view, to a system which covers all the best types available, but working as far as possible in a complementary manner to each other and to the country's requirements as regards transport. We have become so familiar with the situation in New Zealand that the full import of much of the transport development is not fully realized.

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In the case of the electric tramways, which were threatened by motor-omnibus competition, it was quickly realized by the authorities concerned that where the tram offered satisfactory facilities it would be quite unsound to allow motor-buses to develop on a purely competitive basis. The very nature of the transportation involved and the mobility and flexibility of the bus, as compared with the tram, give it certain advantages that would have enabled it to compete very effectively with the trams. Expressed briefly, the Motor-omnibus Traffic Act, 1926, put an end to wasteful competition between buses and trams, and introduced the principal of regulation in respect of motor- buses in the more populous localities. Licenses permitting concerns to operate buses on given routes are granted subject to given standards relating to time-tables, safety of vehicles, &c., being complied with. Further, licenses are not granted indiscriminately. Where a concern maintains an efficient and sufficient service, additional licenses to operate on the same route are not granted. In determining whether or not an application for operating a service should be granted, the licensing authorities under the Act consider the existing or proposed facilities for the transport of passengers within the area proposed to be served, as well as the condition of the roads or streets proposed to be traversed, and the normal traffic thereon, and all other relevant considerations. From an economic point of view the principle of regulation as applied in the Motor-omnibus Traffic Act, 1926, is recognized, and has been adopted in the great bulk of the countries where motor transport has developed to an appreciable extent. If it were advisable from the economic point of view to introduce the principle of co-ordination as between trams and motor-buses, it would appear even more necessary to introduce the same principle in connection with rail and road transport, where the amount of capital competitively employed is, no doubt, much greater than was the case in connection with the trams and buses. Having regard to the fact, that the annual cost of motor transport in New Zealand in all its forms is approximately £32,000,000, and that rail services are costing approximately £9,000,000 per annum, it would appear that the transport problem has assumed a magnitude that calls for regulation in the public interest. More especially is this so owing to the fact that the railways are operated by the State, and the growing annual deficit in connection therewith is a cause of serious embarrassment in our public finance. A well-defined scheme of regulation would ensure that the road and rail facilities were utilized in the sphere for which they are best suited. Competition, insofar as it was found to be in conflict with national interests, would be eliminated, and the result would be reflected in the growing burden on account of the railway deficit on the general taxpayer being arrested or alleviated as much as it would be possible to do so. It is recognized that to restrict the development of motor transport and unduly bolster up the railways would result in diminishing the taxable area from which the taxation necessary to make up the railway deficit is taken, while there is no guarantee that the railway deficit would be correspondingly decreased. It is said that regulation would mean a restriction oh private enterprise. This, however, is only one aspect of the matter, the paramount consideration being the economic welfare of the Dominion. It has long been recognized by the protagonists of both State and private enterprise that there are certain industries which, by virtue of technical conditions, are best carried on under a system of regulation whereby the wasteful competition which is inseparable from unregulated competition is eliminated. It is generally admitted by economists that transport comes within this definition. The practice of modern States is to recognize this principle, as is evidenced by the world-wide adoption of the principle of regulation. In short, the question of the regulation of the transport industry has been adopted because it is cheaper and more efficient from a national point of view than wholesale competition. Moreover, transport facilities are so interwoven with every aspect of economic activity that almost every country has taken some special steps to ensure that the best facilities are available, and that they operate in the most efficient manner possible. Attention has already been drawn to the fact that New Zealand is peculiarly dependent on efficient transport services, and that, by reason of the country's comparative youth, the developmental costs in connection with the transport services account for a relatively large proportion of the national volume of production. This has always been the case, but the enormous development in motor transport during the last decade has complicated matters, and raised transport to a new level of public importance. The following figures show broadly the capital sunk in the main land transport services of the Dominion : — £ Railways .. .. .. .. .. 60,000,000 Roads .. .. .. .. .. 60,000,000 Motor transport .. .. .. .. 50,000,000 Tramways .. .. .. .. .. 5,000, 000 £175,000,000 The national wealth of New Zealand is estimated to be £920,000,000. This means that approximately 26 per cent, of the national wealth of New Zealand is represented by capital sunk in transport facilities. Before the advent of the motor the rail, tram, and shipping facilities had settled down to more or less definite spheres of activity. Now that motor transport has been thrust upon the transport world, the old equilibrium has been severely shaken. Railways are losing an increasing volume of business to the quickly improving motor transport; coastal shipping has also suffered ; while special steps have been taken to guard the tramways against unnecessary and wasteful competitive losses of business,

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In addition to the question of competition motor transport has made it necessary to increase the annual expenditure on roads. The railway system of operating under the principle of joint costs, which has had such beneficial results to countries in the developmental stage such as New Zealand, has made the railways peculiarly prone to severe competition in those commodities which have been rated high in the railway tariff. Broadly speaking, motor transport makes no discrimination according to the classes of goods carried, mainly, no doubt, for the reason that the principle of direct costs is capable of being applied in its operation, and further, as the motor operators generally pick and choose their business. Ignoring for the moment the question as to whether or not motor transport demands regulation in the public interest, it is rather significant to note that whereas railways are operated by the State, and are subject to very high standards of physical operating efficiency, that whereas coastal shipping is also required to comply with standard time-tables, mechanical fitness, &c., and that whereas the tramways are also required to conform to definite requirements of a similar nature, motor transport in the realm of both goods and passenger services (excluding, of course, buses which come under the operations of the Motor-omnibus Traffic Act, 1926), at the present time functions without any standards of time-table* mechanical fitness, &c. A well-known English administrator has attributed lack of regulation in the motor industry to the fact that its major developments took place while States as a whole were deeply concerned with war, and post-war problems. It is only recently that the question of regulation in connection with motor transport has presented itself. It has arisen as a result of the unsatisfactory conditions that have followed on unregulated competition. The advent of the motor, and its expansion in the sphere of goods and passenger public services has increased competition between the railways and coastal shipping. In more than one instance the weight of the State as a competitor in the economic field has been thrown against private enterprise, causing the operations of the latter to be curtailed, with the result, as indicated previously, that the taxable area, whence are drawn the taxes to make up the deficit on the railways, is being diminished. It has been shown that co-ordination in transport facilities is, now that there are four competitors—namely, shipping, rail, road, and trams—in the transport field, a matter of paramount importance to the prosperity of this country. Unless this is brought about, the grim tragedy of public moneys being invested in competitive services must continue. How long this can be continued will be determined by the ability of our production to carry the extra burdens involved. Co-ordination within the Motor Industry. It is now generally recognized that motor transport should be subject to regulation by the State if maximum efficiency is to be maintained within the industry. Regulation in this sense implies two main considerations :— (1) Regulation of the actual physical characteristics, and physical operation of motorvehicles as common carriers. (2) Regulation of the business engaged in by motor-vehicle common carriers. If regulatory provisions are enforced on vehicles engaged in public business the question arises as to the steps to be taken to ensure that these vehicles will not be subjected to unduly severe competition from the private operators and private-contract carriers. If an operator is tied down to definite regulations as to time-table, fares, mechanical fitness, &c., over a given route, it is quite clear that steps should be taken to see that carriers from the neighbouring towns do not " pirate " his business. Experience in other countries shows that there are, in normal circumstances, definite limits to this " pirating," and that the operator concerned has only to prove the existence of systematic " pirating," to have the " pirate " brought in under the regulatory provisions. Co-ordination in United States of America. The regulation of public motor-vehicles has undergone considerable development during the lastfew years. The first instance of regulation occurred in 1914, when the State of Pennsylvania definitely segregated motor-vehicles when used as common carriers, and placed them under the State's Public Service Commission. To-day, the laws of forty-seven States and the District of Columbia regulate passenger-carriers to a comparatively complete degree, and thirty-seven States, and the District of Columbia regulate property-carriers to a greater or less degree. The Motor-vehicle Conference Committee, representing the American Automobile Asscciaiicn, the National Automobile Chamber of Commerce, the Motor and Equipment Association, the National Automobile Dealers' Association, and the Rubber Manufacturers' Association, has adopted the following as sound and equitable principles for the regulation within each State of motor transport: — (1) Control over intra-State transportation of persons and property for hire oyer regular routes or between fixed points, if adopted, should be exclusively in the hands of some agency of the State. No power, whatever, in the premises should be vested in the governing bodies of any political subdivision of the State. (2) Such State control over motor-vehicle common carriers should be placed in existing commissions, such as the Public Utility Commissions or other appropriate State regulatory bodies of the various States. (3) As the prerequisite to the operation of the motor-vehicle common carrier, the owner thereof should be obliged— (a) To receive a certificate of public convenience and necessity, provided that lines in bona fide operation on the first calendar day of the legislative session at which the law is passed shall be presumed to be necessary to public convenience and necessity, and such lines, in the absence of evidence overcoming such presumption, shall receive a certificate for routes established by them. (b) To take out liability insurance adequate to indemnify injuries to persons or damage to property resulting from negligent operation.

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(4) The State regulatory bodies having control over motor-vehiele common carriers should be vested with the powers they exercise in controlling other forms of public utilities. (5) Taxes on motor-vehicle common carriers should consist of — (as) Those imposed in the particular State upon motor-vehicles, the proceeds from such taxes being first applied to the maintenance, and any surplus thereof to all other costs, of highways of general motor use. (b) Proper and equitable taxes in exchange for franchise rights, provided that if such taxes are adopted an amount equivalent to those paid under (a) should be deducted. (6) Legislation should be enacted enabling steam railroads, trollies, shipping companies, and other public utilities to acquire, own, and operate motor-vehicles in conjunction with their regular lines of business. Co-ordination in Britain. The findings of the Royal Commission on Transport make clear the necessity for devising appropriate machinery for regulating the vehicles used in the modern highly developed passenger-carrying services. The following extract is of interest: —• The existing system of licensing, based upon Acts passed at a time when the internal-combustion engine was unknown, is from almost every point of view totally unsuitcd to present-day requirements. It not only entails great inconvenience upon both licensing authorities and operators, but, in not a few instances, imposes a heavy and unnecessary burden upon highway authorities who, per se, have no voice in licensing matters. In addition to this, the unnecessary multiplication of competing vehicles adds largely to congestion, and is a fruitful source of danger to the public. So urgent do we consider the need for reform that we have thought it desirable to deal with the subject without delay. Co-ordination in South Africa. The Road Motor Competition Commission (1929) recommended the adoption of regulation of motortransport services, and recommended, inter alia, as follows : — We consider that standard conditions should cover the following broad principles which are regarded as being of fundamental importance, and that they should be applied to all public services operating in transportation areas or over transportation routes :— (a) The general standards of construction of vehicles and the safety devices to be employed should be defined. (b) All public-service vehicles, whether for the conveyance of passengers or of goods, should be examined by qualified Inspectors and passed as suitable for the service for which they are intended before licenses are issued ; they should be reinspected as prescribed, and in the case of passenger-vehicles at frequent intervals. This we regard as essential in the interests of public safety, and we emphasize the importance of the stringency of the examinations, especially in the case of passenger-vehicles. (c) The route or routes over which, and the termini between which, a vendor of public transport will operate—otherwise the general scope of the service to be rendered—should be clearly defined. (Note. —It is realized that in the case of goods services, a greater degree of latitude may be necessary than in the case of passenger services.) (d) An applicant should submit with his application for a certificate, and thereafter make public and exhibit on request, his schedule of fares and/or rates, and be compelled to adhere thereto. The period of notice to be given of any alteration of tariffs should be prescribed, as should also the manner in which information as to alterations in rates or fares is to be communicated to the public. (Note. —The practice of " payment in kind " for transport services is one which we unhesitatingly condemn as pernicious in principle.) (e) (i) In the case of passenger services of a regular nature, time-tables should be submitted to the body authorized to issue certificates and, after approval, the time-tables should be adhered to. (ii) Carriers should bo licensed either as " common " carriers or as " contract " or " casual " carriers. The common carrier should be required to give regular and consistent services over defined routes, or in defined areas, and the contract or casual carrier to give service in accordance with his contract. The contract carrier should not be allowed to cater for intermediate traffic when operating over a route on which regular service is given. (/) The use of goods-lorries for the conveyance of persons should not be permitted. (g) The wages and hours of duty of drivers and conductors of public vehicles should, subject to local conditions, be standardized. We accordingly recommend that standard conditions, which shall govern all public road-transport undertakings and embrace the foregoing broad principles, be formulated by the regulatory body. Present conditions in New Zealand and in other countries have shown that competition is too costly a solution of the transport problem. The most efficient transport services in the world to-day have been evolved subject to regulatory control by the State. In conclusion, it would appear that the conditions peculiar to the motor-transport industry make it desirable that the principle of regulation by the State, which has already been applied to other transport facilities and in the realm of suburban passenger traffic should, with advantage, be applied. Regulation in this sense would mean a better utilization of the enormous advantages attached to the motor industry. A measure of regulation is also necessary as the best possible means of securing co-ordination between motor transport and the other facilities already in existence. Indeed, it is no exaggeration to say that no system of co-ordination could survive without statutory regulatory powers. Possibility op Co-ordination under existing Circumstances. The only form of co-ordination reasonably possible under existing circumstances is what is known as voluntary co-ordination. This consists of a number of operating units which, while maintaining their separate identities, place their facilities at the disposal of each other in the form of common use of each other's booking-offices, mutual use of stations, dovetailing of time-tables, and the issue of through

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and interavailable tickets. The complementary, as opposed to the competitive, aspects of road and rail are stressed in this type of co-ordination. Although co-ordination along these lines may he possible, and it is believed is now in practice in certain areas in New Zealand as a means of linking up road and rail passenger services, there appears to be no possibility of this type of co-ordination successfully dealing with the competition between road and rail. If there appears to be profit to be made on any route, in either passenger or goods business, it is hardly likely, and experience corroborates this, that private enterprise will concern itself with the position of the railways. Even though agreements were effected between the Railways Department and private enterprise over any particular routes, these agreements would be ineffectual against competition from outside sources, and would soon break down. In Germany, before road transport was highly developed, a definite attempt was made to co-ordinate rail, road, air, and inland-water transport by similar agreements. Recently, however, greater progress has been made in the extension of road services throughout Germany, and it would seem that this development has introduced complications into the problem of voluntary co-ordination. Fundamentally, it would be necessary to reconcile the motivation behind private enterprise — i.e., profit —with that behind the railways as a State concern, and this would, as experience has shown, be extremely difficult, if not wholly impracticable. Desirability of Co-ordination. The importance of an economically efficient transport system to the national welfare has been regarded in other countries as sufficient reason for eliminating competition between existing services of the same and differing types of facilities. In addition to this, the following factors in this country make it even more desirable that co-ordination between road and rail services should be brought about:— («) For geographic and economic reasons that need not here be considered, New Zealand *is in possession of a road and railway reticulation the main or trunk routes of which parallel each other (see maps 3 and 4 in the Appendix). (b) New Zealand is a primary producing country. Broadly speaking, our primary products are transported from the farms to the nearest available overseas ports, and thence shipped abroad. The main characteristics of this flow of commodities to overseas ports, from the transport point of view, are its extremely seasonal nature and its demand for special facilities in the way of freight, wagons, &c. In 1928 70 per cent, of the Dominion's exports, the bulk of which comprise primary products, were concentrated in and shipped from, the four main ports —Wellington, Auckland, Lyttelton, and Dunedin. Approximately 8 per cent, of the remaining 30 per cent, was shipped from New Plymouth and Napier, while the remaining 22 per cent, found its way out of Gisborne, Wanganui, Timaru, Invercargill, and a number of other ports. (c) The inward flow of commodities from abroad consists, with the exception of such commodities as phosphate rock, &c., of manufactured articles, which are rated for traffic purposes as high class, because their intrinsic value is relatively great in comparison with their bulk. The outstanding point in connection with this inflow is its relative concentration in the four main ports, which, of course, entails its distribution therefrom to consumers throughout the country. No less than 91 per cent, of the value of imports into New Zealand during the calendar year 1928 came in through these four main ports. (d) The best roads are to be found radiating from the four main centres, and consequently it is here that competition with the railway will be most severe. (e) By virtue of geographical configuration, New Zealand is, like the United Kingdom, a country of relatively short hauls. The average railway haul for the year ended 31st March, 1929, was sixty-four miles. In four instances only—namely, fruit, fish, New Zealand brown coal, and New Zealand timber—was the average haul of any of the commodities in excess of 100 miles. The miscellaneous group which covers general merchandise and other high-class traffic showed an average haul of only forty-six miles. Briefly stated, the fact that the percentage of the higher-class freight in the Dominion has relatively short hauls, and that road-development has been most extensive in those localities where this trafficflow is densest, have, rightly or wrongly, been instrumental in creating a steady drift of the best-paying traffic from the railways to the road. If consideration is taken of the loss in passenger business as well, it is evident that the railway's losses in business due to competition have been greater than is generally realized. It is impossible to say how far we are off saturation-point in the development of commercial motor transport, but, judging from experience in other countries, this point does not yet appear to be capable of being even estimated. Developments in motor transport have so far been rapid and extensive, and will continue in this way for a long time yet. This future expansion will be assisted by the whole drift of modern economic development to pay increasing attention to the problem of distribution, rather than production. It is, therefore, clear that if the existing unco-ordinated conditions are continued, the railway's financial position will be subject to further drift, and the amount of economic waste due to unnecessary competition following on duplicated services will mount higher each year. This will mean higher national-transport costs, and a harder struggle to compete in the overseas markets with our primary products.

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H. REGULATION OF COMMERCIAL ROAD TRANSPORT. 1. POSITION IN OTHER COUNTRIES AND IN NEW ZEALAND. {a) Britain. Until recently public passenger-vehicles were under licensing control in some areas only, and there by local by-laws of the different local authorities. The control, while enabling a service to be refused, was otherwise very limited and did not cover routes and other important aspects. There was power to appeal to the Minister of Transport against the refusal (but not the granting) of a license by a local authority. A Royal Commission, which is still sitting, was set up by the former Government in 1928 to investigate the whole field of transport problems in Britain, and considered that a recasting of the public passenger motor-vehicle laws was so urgent that it brought in a special interim report bearing on the subject. In this report the Commission indicated that in its opinion the system of licensing by local authorities was obsolete and unsatisfactory for modern conditions, owing principally to the wide field of movement of modern motor transport; and it recommended that the present system be replaced by another whereby Britain would be divided up into ten traffic areas, cach area being under the control of three Traffic Commissioners—one, the Chairman, being a Government appointee, and the other two being appointed on the recommendation of the local authorities within the area. For services running between two or more areas the licenses are to be backed by each respective group of Commissioners. In granting or refusing licenses various considerations are to be taken, into account by the Commissioners, the more important being the adequacy of the existing services, and the desirability of co-ordinating transport services. The Royal Commission suggested that the power of appeal to the Minister against the refusal of licenses be preserved. The present Government in Britain has adopted the recommendations of the Commission practically entirely, and they are now incorporated in the Road Traffic Act, which has recently been passed by the British Parliament. The strong resemblance between the public motor-service regulation proposals in this Act and those in this country's Transport Law Amendment Bill of last session are worthy of note, as each Bill was drafted quite independent of information concerning the other. (b) United States of America. (1) Within each State. —The present State laws for the control of public motor traffic are based on a decision of the Supreme Court of the United States of America in 1876 —Munn v. Illinois (94 U.S. 113)— which decided that it was within the provisions of the States to regulate public warehouses for the common good. The following basic principles of law are set forth in the case, and are stated by the learned Judges to be based on a consideration of the English common law, which still forms the backbone of the law in the United States of America :— It has in exercise of these powers been customary in England from time immemorial and in this country from its first colonization to regulate ferries, common carriers, hackmen, &c., and, so doing, to fix a maximum charge to be made for services rendered, <V'c. When the owner of property devotes it to a use in which the public has an interest he in effect grants to the public an interest in such use, and must to the extent of that interest submit to be controlled by the public for the common good as long as he maintains the use. He may withdraw his grant by discontinuing the use. The limitation by legislative enactment of the rate of charge for services rendered in public employment or for the use of property in which the public has an interest establishes no new principle of law, but only gives a new effect to an old one. Arising from this historic judgment, the State Governments in United States of America are now enabled by their own laws to regulate all public utilities within the State. All except one of the States have taken advantage of this power (and even there the regulation is exercised by other methods), and four-fifths of the States have done so with special reference to public motor traffic since the growth of the latter. In thirty of the States the regulation is carried out by special quasijudicial authorities, known as Public-utility Commissions, and their activities arc directed almost entirely to the regulatory work indicated by their title, the duties being full-time. In the other States the powers are vested in different bodies (such as the Department of Law Enforcement, the Commissioner of Motor Transportation, &c.), but for the same purpose. The regulatory powers of the Commissions or similar bodies are carried out by means of the granting or withholding of certificates of public convenience and necessity. In considering applications for such certificates the Commissions are required to consider principally the existing transportation facilities and their adequacy, and the financial ability of the applicant and financial prospects of the service. The services regulated are chiefly public passenger and goods services of a more or less regular nature. Some States include even the irregular goods services. The above system has been in force in the United States of America for many years now, and appears to have given satisfaction to all the various authorities interested in public motor transport as is shown by the proposed extension of the system to inter-State traffic explained as follows :■ — (2) Inter-State. —The foregoing principles, in the absence of Federal law on the subject, apply only to traffic entirely within the respective States. It is very probable that inter-State traffic will shortly be brought under similar control, through the apparent imminence of the passing by the United States of America Federal Parliament of what is known as the Parker Bill, which has the support of most of the interests concerned. This Bill broadly extends the intra-State regulation of public motor transport, as above outlined, to inter-State traffic, save that only passenger vehicles are covered, and the regulating agency is the inter-State Commerce Commission. This Commission, when the service is between only two or three States, is required to operate through joint Boards of the Public Service Utility Commissions in the States concerned. Operators bona fide in service on the Ist March, 1930,

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are subject to certain conditions) entitled to licenses as of right. Transfers, consolidations, and mergers of any service can be effected only with the consent of the Commission, and, in considering rates, fares, and charges the Commission is not allowed to take into account goodwill, earning-power, or the existence of the certificate to run. The Commission is to give consideration to permitting competition, and, in particular, when a road service is owned by a railway company, is to consider the granting of a further service not owned by the railway company. (c) Australia. In Queensland, New South Wales, Victoria, South Australia, and Tasmania measures are in force for the control of public passenger traffic, both in town and country. In Queensland and Tasmania this control extends to all public motor transport, and in Victoria a Bill is before the Parliament to establish a Ministry of Transport having direct control or supervision over all the kinds of commercial land transport. In all these States the control is exercised through authorities of a public or semipublic nature, and in most cases constituted for the special purpose. (.d) Canada. In the various provinces of Canada public motor-transport services may be operated only under a license issued by a special Department, there being one for each province. In general, it might be stated that co-ordination and traffic requirements are the main factors taken into account by the different Departments. (e) South Africa. In South Africa the railways and harbours are State-owned, being under the control of the one Ministry, which is also empowered to run road services, and has done so to a limited extent. A Royal Commission was set up in 1929 to investigate and report upon the transport situation, &c. This Commission, after very exhaustive inquiries, has recommended that there should be reasonable control and regulation of public road transport. For this purpose it recommends that a Road Transportation Board (independent in character, representative of diverse interests, and free from political control) should be created with regulatory power. For local short-distance services it is suggested that subsidiary boards be set up having regulatory power, and that there be right of appeal from the decisions of these subsidiary boards to the Road Transportation Board. The factors to be taken into account in considering the granting of licenses, and the other suggestions of the Commission under this heading, are generally along the lines of the principles in force in the United States of America, and proposed in GreatBritain. The Commission also recommends the creation of a National Road Board, which would have, inter alia, the framing and carrying-out of a general national road policy, including classification of roads, co-ordination in collaboration with the Railways and Harbour Board of the road and railway construction policies, and advice on matters pertaining to motor-taxation, &c. It is understood that the Motor Carrier Transportation Act now passed by the South African Parliament gives effect to the majority of the Commission's recommendations, although details of its provisions are not yet to hand. (/) Non-English Speaking Countries. In Germany, Italy, Norway, Sweden, and Portugal information is available showing that public motor services are under strict control, and possibly this is so in other countries concerning which information has not yet been obtained. In Hungary, Austria, and other countries the institution of some such control is being considered, and may at any time become effective. In the foreign countries named as having instituted control, the licensing authority is of a Government or quasi Government nature. (g) New Zealand. Until 1926 the control over public motor-vehicles was practically non-existent. Each local authority had., and still has, power to license vehicles plying for hire, and to collect a small license fee therefor, but there is no power for any application for such a license to be refused, save on the grounds of bad character of the applicant, &c. The local authorities' power, therefore, under this heading is a great deal more limited than that of the British local authorities. In 1926, as-a result of omnibus competition with the trams, the Motor-omnibus Traffic Act was passed. This Act applies only in certain districts of the Dominion, particularly near the tramway centres ; and even in those districts it does not apply to any vehicle of seven seats or less, or charging more than 2s. for a single journey ; and, of course, it does not deal with goods vehicles. Each licensing authority under the Act must be a single local authority in the omnibus district, and in most cases this authority is a tramway-owning authority. For the North Shore district, near Auckland, a special licensing authority has been authorized by the Transport Department Act of last year, this licensing authority being made up of representatives of each of the local authorities in the North Shore district. By provision of the Auckland Transport Board Act, 1928, the Auckland Transport Board is the licensing authority for all passenger services by separate seats in the Auckland Transport District, and there is no Transport Appeal Board as is the case under the Motor-omnibus Traffic Act. It is quite safe to state that by reason of the limitation of the Motor-omnibus Traffic Act to services charging only 2s. per single fare or less, and for other reasons, some of which are dealt with elsewhere, the foregoing statutory provisions are quite ineffective for the purpose of rationalizing transport in general and railway competition in particular. In fact, it is clear that none of the legislation was intended for that purpose. Other legislation, relating to the licensing of motor-vehicles, motor-lorries, motor-omnibuses, &c., is principally for taxation and safety purposes, and there is no authority for licenses to be refused upon the license fee being tendered.

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Summary. In consideration of the foregoing it will be gathered that — (1) The principle of the regulation of public motor-vehicle services is not a new phase in Government administration, but is part of that same principle by which services using public privileges in a public way for private gain have since time immemorial been regulated in the public interest. It is under this principle that the private railway companies in England and the tramways in New Zealand are subjected to such strict Government supervision and control. (2) In Great Britain and South Africa Royal Commissions have as recently as last year sat to consider the public motor-transport problem, and in both cases a method of regulation was recommended (and in Great Britain has already been brought into force) similar in basic principles to that proposed by the Transport Law Amendment Bill of last session. (3) In practically every country where motor transport is of any extent the control of public motor services in the public interest is either accomplished or appears imminent. (4) In New Zealand there is no regulation of any description of motor services in competition with the railways, nor is there any existing legal machinery by which such regulation could be put in hand. Some of the considerations which have urged the foregoing action by other countries may be outlined as follows :— 2. PRINCIPAL MOTIVES FOR REGULATION OF COMMERCIAL ROAD TRANSPORT. (1) Road and Traffic Protection. —One of the most important motives for regulation of the public motor carrier is the necessity for protecting the roads and other traffic. The main factors in the destruction of roads are the weight of vehicles and the speed at which they travel. The goods and passenger vehicles for public hire are necessarily of the larger and heavier types (taxis are in a different category, and are not included in these remarks), and nowadays both classes are capable of very high speed. Lack of regulation means high speeds, and vehicles in excess of the number required for traffic requirements, while this in turn means heavy road maintenance and construction costs, and increased danger to the other traffic on the roads. (2) Passenger Safety.—Moreover, the regulation of the public passenger-vehicle enables control to be exercised over its construction from the aspects of public safety and comfort, and a system of periodical inspection to be introduced for the same purposes. In New Zealand such safeguards have already been instituted (apart from the railways, which are State-owned) in respect of the tramways, which, of course, require to be authorized by Order in Council, and also such motor-omnibuses (a small proportion only) as are covered by the terms of Motor-omnibus Traffic Act, 1926. (3) Rational Competition.-—The desirability of regulating competition in such an industry as transportation is also a motive which has caused other countries to institute this control. It is stated that, while healthy competition is 'desirable in trade, too much of it in transport results in a checking of the capital available for instituting pioneer services and improving established services. This aspect of control is natural!} 7 of first-class importance in New Zealand, owing to the fact that the railways are State-owned and represent approximately £63,000,000 of public money invested in transport, ancl that also many local bodies run public transport services. On this subject of regulating competition it has been argued that in other business undertakings (groceries, drapers, manufacturers, &c.), limitation of competition has been found unnecessary and not in the public interest, and therefore why limit competition in road transport ? One reply to this argument is that the undertakings referred to do not make use as a principal factor in their operations of the immensely valuable public property comprised in our public roads ; another is that transportation of passengers and goods is an industry of such vital interest to every person, individually and collectively (e.g., in New Zealand, as a suburban resident dependent on a local omnibus service, and also as a taxpayer liable to be taxed for losses on the railways) that the uncertain elements introduced by uncontrolled competition into other branches of industry are not desirable in transport: yet another may be set forth by quoting an extract as follows, from a recent speech touching on this subject by the present Minister of Transport in England : — " The old theory that invitation for keen competition would secure the provision of transport at a cheap rate is no longer regarded favourably. . . An empty seat in a tram, a bus, or a train has to be paid for by some one- - either by the owners, who do not get a fair return ; by the passengers, who have to pay high fares ; by miserablo rolling-stock ; or by the employees who receive a low rate of wages." (4) Stability of Services. —This brings up a further motive which has induced other countries to introduce regulation of commercial transport —namely, to ensure to the public adequate, safe, and proper transport services suited to the public needs and purse, and having a reasonable degree of stability. It is such questions as are implied in the foregoing sentence that require to be taken into account by the regulating authorities in granting or withholding in the United States of America certificates of public convenience and necessity. Many factors are to be taken into account in considering these questions, the principal ones, perhaps, being whether the service will fill a public need not supplied by existing services, whether it is justifiable on economic grounds (no country can afford to supply all public needs), and whether the financial position of the owner and the prospects of the service give reasonable assurance of stability. The economic aspect is dealt with at some length in other parts of this'report. 5*

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(5) Public Financial Protection. —Insurance against liabilities to the public is generally insisted on by the regulating agencies in other countries before granting public eauiers the right to ply, and, although in New Zealand present legislation provides compulsory insurance cover for passengers in public motor-vehicles, there is no such insurance required of a goods carrier to meet the very heavy financial obligations for which he may become liable to the consignor. Regulation of commercial transport would enable the licensing authorities to see that ample protection against public risk is provided by the transport agency. In conclusion, it is desired to emphasize that the only organization to raise serious objection to the Government's Bill of last session, in connection with the regulation of commercial transport, was the Municipal Association, or, at least, the executive of that association ; and that objection was not to the principal of regulation, but to the proposal to change the system of licensing. All other bodies directly interested supported the regulation of commercial motor transport, as a perusal of the evidence before the parliamentary Committee set up to consider the Bill will show. Dealing with the objection of the Municipal Association, as already explained, under the Motoromnibus Traffic Act, 1926, it is definitely laid down that omnibus licensing-authorities shall in every case be the Council or Board or a borough, county, or town district situated in whole or in part within the boundaries of the motor-omnibus district. Consequently, in practice, the local authorities that have been appointed as licensing authorities are generally themselves owners and operators of competing transport services, a system that has been condemned both in New Zealand and England. In the latter country the ftoyal Commission already referred to went thoroughly into this question, and the following relative extracts from their report apply equally to Ne;w Zealand conditions : — "We have carefully weighed and considered nil this evidence and the various proposals, in many respects conflicting, which have been put before us. In doing so we could not fail to observe that the majority of the witnesses advocated the division of the country into large areas for licensing purposes with a view to obtaining a proper control and co-ordination of road services. The principal exceptions were those witnesses who represented the various associations of local authorities, all of which appeared to be anxious to retain or to obtain licensing powers, though there was a great divergence between the proposals they put forward. " For example, the County Councils Association proposed that licensing powers should be confined to County Councils and County Borough Councils, while the Association of Municipal Corporations would retain them for all boroughs and urban districts with a population of 20,000 or over (as proposed in the draft Road Traffic Bill), and also for boroughs with a smaller population if they had their own Police Forces. The Urban District Councils Association suggested that certain non-county boroughs, urban districts, and rural districts with less than 20,000 should have these powers if they were adjoining and the combined populations amounted to 20,000. In such cases the association proposed the formation of joint committees. This association also suggested that any Urban District Council with a population of under 20,000 which has obtained powers to run motor-omnibuses should retain its licensing powers. The Rural District Councils Association suggested that the powers should be conferred on all Councils of rural districts with a population of 20,000 or over. On the other hand, the witnesses appearing for the Association of County Councils in Scotland agreed to the principle of licensing areas larger than the county. "As a result of our deliberations we have unanimously come to the definite conclusion that, as modern road passenger-transport has grown to such importance (an importance which is certain to increase), the present chaotic system of licensing, which is based upon obsolete laws passed long before mechanical traction existed, must disappear and be replaced by an entirely different system more suited to present-day needs. "The evils of the present system, or lack of system, are patent to the most casual observer. First, the public service vehicle of to-day operates over large areas which bear little or no relation to the relatively small areas of existing licensing authorities. Every local authority naturally looks to securing efficient transport facilities within its own boundaries and the district immediately surrounding, and has comparatively little interest in long-distance through services or even in services to and from towns some distance off. From their point of view, such services merely add to the congestion of the streets and to some extent compete with local services. "Second, although there are over 1,300 licensing authorities in Great Britain, in many parts of the country there is no such authority at all. Even in those areas where licensing laws may be put into operation, we are very doubtful whether in certain cases the licensing authorities exercise their powers as fully as they might. As a result, almost anybody can obtain a license somewhere, or else, owing to inadequate penalties, it may be profitable for a proprietor to operate unlicensed vehicles in sj>ite of the fines inflicted for this breach of the law (see paragraph 18). It follows that in many places the congestion on the roads is increased by unnecessary vehicles, which, by running just in advance of regular services and tapping their traffic, render them unremunerative. In order to do this, racing and cutting-in take place to the serious danger of the public. Further, by skimming the cream off the best-paying routes they preyent the regular operators from providing services on less remunerative routes, thereby depriving a section of the public of convenient facilities. In circumstances such as these it is obvious that no sort of co-ordination of transport is possible. In addition, there can be no proper inspection of these public service vehicles, with the result that there are undoubtedly at the present time an appreciable number of vehicles on the road which arc in an undesirable condition, if not actually unfit for use. This state of affairs must, of necessity, increase the risk of deplorable accidents such as those which have of late shocked the public. " A third objection to the present system is that many local authorities are themselves owners and operators of transport, and, although no definite case of unfair discrimination has been put before us, there can be no doubt that when functioning as licensing authorities their actions are suspect to many of their competitors. This aspect of the case was insisted upon by several witnesses (Hovvlev, M., .17/42-3, Q. 5262, 5612-4; Spencer, Q. 4540, 4602). We consider that it is undesirable that a Judge should be open to suspicion on the ground that he is interested in an organization that may be in rivalry with the applicant. "For such reasons we were forced to the conclusion that for the present system must be substituted something radically different. It is true that in the draft Road Traffic Bill the Ministry proposed to reduce the number of licensing authorities from the present number of about 1,300 to approximately 350, and to give licensing powers to County Councils so as to cover those parts of the country where there is now no licensing authority. But this proposal does not, in our opinion, go nearly far enough, since it does not meet the objections set out above. " The problem confronting us involves two distinct questions. First, there is the question of the traffic area, and second, that of the licensing authority. . . . " A reference to the suggestions which have been made to us shows clearly that the principle of the establishment of traffic areas, which was frequently recommended to us for adoption, is generally acceptable. In some cases {e.g., Urban District Councils Association) it was proposed that these areas should be allowed to shape themselves naturally as a result of voluntary association of neighbouring local authorities rather than that they should be determined arbitrarily, but the association did admit that in certain exceptional cases provision should be made for the constitution of Traffic Boards for extensive areas (Postiethwaite, M. 38/17).

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"We are ill complete agreement with the principle of large traffic areas—indeed, we fail to see any other practical and satisfactory alternative —and, following upon the general conclusion at which we have arrived, we recommend that for the purposes of the licensing of public service vehicles and the co-ordination of all passenger-carrying services Great Britain shall be divided into traffic areas. " We do not consider that it is within our province precisely to delimit the actual areas which should be proscribed ; this duty falls more properly to the Minister of Transport when preparing the Bill which will be necessary to give effect to our recommendations. We attach, however, as appendices to this report, two maps upon which are indicated the areas which we consider should be substantially adopted. On the map of England and Wales we show ten areas and four on that of Scotland. Although in the main the boundaries of these areas coincide with those of counties, our primary concern has been to define areas upon traffic considerations, and not to bo influenced unduly by the existence of the boundaries of local authorities. "In our view, the delimitation of the areas which are ultimately fixed should form part of the Bill, subject to power being given to the Minister to vary or adjust the boundaries, after holding an inquiry, where experience may show that variation or adjustment is desirable." As has been shown in this statement, the Motor-omnibus Traffic Act, 1926, by reason of its application only to short-distance services, and vehicles in excess of seven-passenger capacity, it is useless for regulating transport over long distances, and obviously it would be quite impracticable to so expand it to do so if local bodies were to be the licensing authorities. This system has already been the subject of a very interesting Supreme Court decision in the Dominion, as shown in the following extract: — The learned Judge quoted the following extract from a House of Lords decision—" Tf there is one principle which forms an integral part of the English law, it is that every member of a body engaged in a judicial proceeding must be able to act judicially ; and it has been held over and over again that if a member of such a body is subject to a bias— whether financial or other—in favour of or against either party to the dispute, or is in such a position that a bias must be assumed, he ought not to take part in the decision or even to sit upon the tribunal. This rule has been asserted not only in the case of Courts of Justice and other judicial tribunals, but in the case of authorities which, though in no sense to be called Courts, have to act as Judges of the rights of others," and then went on to state that " There can be no question that the functions imposed on licensing authorities by the provisions of the Motor-omnibus Traffic Act, 1920, come well within that principle. It is quite clear, therefore, that in order to properly discharge the duties imposed on the Council as licensing authority, the members must be in a position to exercise their functions judicially." In addition to this objection, the experience of the Transport Department, and the Public Works Department, which administered the Motor-omnibus Traffic Act, 1926, previously, goes to show that some local bodies fail to efficiently administer the Act as licensing authorities, on account of the fact that their own vehicles are involved, and consequently they could not properly enforce the provisions of the Act with regard to vehicles operated by competitors. In other cases the licensing authorities only exercise the powers in respect of vehicles in competition with their own services, whilst others decline to act as licensing authorities altogether. In one case —Invercargill—the Borough Council, by resolution, asked to be relieved of the work ; but nothing has been done in this direction, pending the passing of new legislation. It can be definitely shown, therefore, that the proposals contained in the Transport Law Amendment Bill, 1929, are in keeping with the proved experience of the United States of America over a long period of years, also with the findings of the Royal Commissions in Great Britain and South Africa ; and have been specially adapted to meet the position as it exists in the Dominion to-day.

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INDEX OF STATISTICAL TABLES ACCOMPANING ANNUAL REPORT OF THE MINISTER OF TRANSPORT, 1929-30. PAGE Table 1. —Income and Expenditure Account and Balance-sheet .. .. .. .. 71 Table 2. —Motor-vehicle Registrations, by Months, 1925-29 .. .. .. 72 Table 3. —Motor-vehicle Registrations, by Highway Districts .. .. .. .. 73 Table 4.—Motor-cycle Registrations, by Highway Districts .. .. .. 74 Table 5. —Dormant Motor-veliicle Registrations .. .. .. .. .. 74 Table 6. —Motor-vehicle Registrations, July, 1930 .. .. .. .. .. 75 Table 7. —Cancelled Motor-vehicle Registrations .. .. .. .. 75 Table 8. —Lengths of Roads .. .. .. .. .. .. .. ..76 Table 9. —Lengths of Bridges .. .. .. .. .. .. ..76 Table 10.—Petrol-tax .. .. .. .. .. .. .. ..76 Table 11.—Petrol-tax Allocation to Boroughs with 6,000 or more Population .. .. 77 Table 12. —Heavy-traffic License Fees, Passenger Vehicles .. .. .. .. 78 Table 13. —Heavy-traffic License Fees, Goods Vehicles .. .. .. .. 78-79 Table 14. —Heavy-traffic License Fees, Passengers and Goods Vehicles .. .. .. 80 Table 15. —Consumption of Motor-spirits .. .. .. .. .. 81 Table 16.—Imports of Motor-spirits .. .. .. .. .. .. 81 Table 17. —Motor-transport Statistics, January, 1930—Passenger Services, North Island .. 82 Table 18. —Motor-transport Statistics, January, 1930 —Passenger Services, South Island .. 83 Table 19. —Motor-transport Statistics, January, 1930 —Freight Services, North Island .. 84 Table 20. —Motor-transport Statistics, January, 1930 —Freight Services, South Island .. 85 Table 21. —Motor-transport Services radiating from Auckland City .. .. .. 86 Table 22.—Motor-transport Services radiating from Wellington City .. .. 86 Table 23. —Motor-transport Services radiating from Christchurch City .. .. 87 Table 24. —Motor-transport Services radiating from Dunedin City .. .. .. 87 Table 25. —Trends in Rail Transport .. .. .. .. .. .. 88 Table 26.—Land Transport Services in New Zealand .. .. .. .. 89 Table 27. —Motor Import Trade and Customs Duties .. .. .. .. 90-91 Table 28. —Motor-taxation —International Comparisons .. .. .. .. 92 Table 29. —Classification of Roads .. .. .. .. .. .. 93-94 MAPS. 1. North Island, showing Classification of Main Highways. 2. South Island, showing Classification of Main Highways. 3. North Island, showing Regular Freight and Passenger Services on Main Highways. 4. South Island, showing Regular Freight and Passenger Services on Main Highways. 5. North Auckland, showing Railways and Classification of Main Highways. 6. North Island. —Distribution of Population. 7. South Island. —Distribution of Population.

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APPENDIX. TABLE I.—INCOME AND EXPENDITURE ACCOUNT AND BALANCE-SHEET. Income and Expenditure Account fob the Year ended 31st March, 1930. Expenditure. £ s. d. Income. £ s. d. To Salaries .. .. .. .. 3,331 10 3 By Balance .. .. .. .. 5,147 18 4 Advertising, books, newspapers, and other publications .. .. 24,16 8 Expenses of advisory council (now disbanded) .. .. .. 271 14 0 Fuel, light, power, and water .. 63 4 0 Grant to Overseas Mechanical Transport Council, England (on account research) 250 0 0 Printing, stationery, and office requisites 267 18 4 Postage, telegrams, and telephones .. 154 8 8 f Rent on office accommodation .. 474 0 0 Services of Post and Telegraph Depart- f 1 gfment in preparation of statistics re- ■ garding mo tor-vehicles .. .. 23 12 6 Travelling allowances and expenses .. 225 17 4 Depreciation .. .. .. 60 16 7 £5,147 18 4 £5,147 18 4 Note.—The above account includes assessed rental of office accommodation for which the Department possesses no parliamentary appropriation. Balance-sheet as at 31st March, 1930. Liabilities. £ s. d. £ s. d. Assets. £ s. d. Sundry creditors — Office furniture and fittings .. .. 618 17 2 Departmental .. .. 8 4 2 Departmental library .. .. .. 21 2 2 Other .. .. .. 104 7 4 Typewriters and other mechanical office 112 11 6 appliances .. .. .. .. 138 0 0 Depreciation Reserves .. .. 60 16 7 Sundry payments in advance .. .. 12 14 2 Treasury Adjustment Account .. .. 5,787 0 4 Official stamps on hand .. .. 616 7 Forms and stationery on hand .. .. 15 0 0 Income and Expenditure Account .. 5,147 18 4 £5,960 8 5 £5,960 8 5 H. B. Smith, 8.C0m., A.R.A.N.Z., Accountant. I thereby certify that the Income and Expenditure Account and Balance-sheet have been duly examined and compared with the relative books and documents submitted for audit, and correctly state the position disclosed thereby, subject to the above departmental note. —G. F. C. Campbell, Controller and Auditor-General.

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TABLE 2.—MOTOR-VEHICLE REGISTRATIONS, BY MONTHS, 1925-1929. Table showing the Total Number of Vehicles registered under the Motor-vehicles Act, 1924, from the Time that Act came into Force in June, 1925, up to June, 1930.

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(N.B. —Dormant, but not Cancelled, Registrations are included in this Table.) Tracks (classified according to Pay-load Capacity). » Trailers. : _— a '. § - cc CD "fcC <r) • Tl « 5 K S •§ £ § & £ Mont!, ami Year. Cars. «j «J ,1 «J $ ,{ $ g "# 2 8 S t ? S c r* in fS O H g H 1925. June .. 71,403 7,915 1,705 761 651 241 42 15 1 11,330 ! ,032 314 1 135 223 129 298 21,585 106,449 September .. 77,077 8,952 1,911 827 684 259 45 15 12,693 1,157 357 171 263 164 347 23,614 115,843 October .. 78,698 9,234 1,962 844 695 265 48 16 13,064 1,186 367 180 276 168 358 24,238 118,535 November .. 80,566 9,521 2-,027 863 706 265 48 17 I 13,447 1,247 385 193 282 :184 364 24,890 121,558 December .. 81,662 9,671 2,077 879 713 268 48 17 13,673 1,285 386; 198 291 193 369 25,339 123,396 1926. i ! January .. 84,153 9,943 2,124 897 724 275 48 17 14,028 1,342 391 200 303 204 380 26,112 127,113 February .. 86,091 10,182 2,163 919 736 281 48 21 14,350 1,364 399 1201 310 1208 386 26,624 129,933 March .. 88,005 10,456 2,201 944 746 285 48 21 | 14,701 1,395 414 201 313 | 224 397 27,161 132,811 April* . . . . May.. .. 90,962 10,914 2,321 988 767 290 48 21 15,349 1,446 432 213 335 248 426 28,189 137,600 June .. 92,813 11,321 2,397 1,023 781 294 48 21 15,885 1,471 450 225 358 273 434 28,887 140,796 July.. .. 93,931 11,567 2,440 1,037 785 296 48 21 16,194 1,484 ] 455 i 226 384 286 436 29,282 142,678 August .. 95,365 11,856 2,529 1,064 793 297 48 22 16,609 I 1,507 457 229 392 294 439 29,917 145,209 September .. 96,814 12,186 2,601 1,087 802 299 48 22 17,045 1 1,520 1 458 233 396 305 444 30,436 147,651 October .. 98,414 12,537 2,684 1,114 807 303 48 24 17,517 1,539 | 460 235 408 314 446 31,023 150,356 November .. 99,710 12,807 2,750 1,133 816 308 48 26 ! 17,888 1,557 462 239 417 321 451 31,528 152,573 December .. 101,462 13,056 2,827 1,155 824 314 48 27 18,251 1,590 465 241 432 328 455 32,101 155,325 1927. January .. 103,046 13,248 2,884 1,171 828 318 49 27 18,525 1,612 465 247 442 335 461 32,610 157,743 February .. 104,491 13,460 2,944 1,187 836 319 49 27,18,822 1,626 477 248 449 341 464 33,054 159,972 March .. 105,913 13,712 3,012 1,200 839 323 49 27 19.162 1,636 483 248 501 350 466 33,582 162,341 April.. .. 103,490 13,831 3,049 1,214 843 326 49 27 19,339 I 1,655 489 260 514 358 352 33,917 ! 163,374 May.. .. 107,950 14,149 3,136 1,230 847 326 51 27 I 19,766 1,673 494 | 266 527 377 366 34,660 166,079 June .. 103,808 14,368 3,194 1,241 851 327 51 ! 27 ! 20,059 1,691 495(266 522 381 372 35,046 167,640 July.. .. 103,031 14,708 3,363 1,246 849 338 40 17 20,559 1,094 471 304 480 328 397 32,718 162,442 August .. 103,873 14,867 3,404 1,252 848 338 40 17 20,706 1,093 473 1305 484 331 407 32,964 103,690 September .. 107,662 15,031 3,464 1,260 846 338 40 17 120,996 1,099 474 1 305 488 336 410 33,312 165,082 October .. 108,729 15,210 3,541 1,277 848 339 40 17 21,272 1,104 475 310 495 339 410 33,682 166,816 November .. 109,981 15,428 3,595 1,304 851 340 j 41 17 21,576 1,123 475 i 312 509 342 414 34,100 168,822 December .. 111,641 15,601 3,643 1,322 850 340 41 18 21,815 1,143 477 I 314 535 345 422 34,593 171,285 1928. I I January .. 112,654 15,699 3,685 1,324 851 340 43 18 121,960 1,145 477 316 545 347 423 34,931 172,798 February .. 113,616 15,818 3,735 1,337 852 338 44 20 22,144 1,156 481 320 550 353 429 35,273 174,322 March .. 114,450 15,931 3,777 1,345 855 337 44 20 ! 22,309 1,158 484 320 563 359 432 35,540 175,615 April.. .. 113,538 15,783 3,742 1,320 821 330 45 20 ' 22,061 1,102 410 247 560 359 437 33,177 ! 171,891 May.. .. 114,628 15,899 3,771 1,325 825,331 45 20 22,216 1,110 419 251 564 369 439 33,533 1173,529 June .. 115,701 16,015 3,821 1,330 836 | 332 46 20 122,400 1,125 422 252 572 372 441 I 33,766 175,051 July.. .. 116,631 16,141 3,893 1,346 838 333 46 20 22,617 1,136 422 252 585 381 447 34,136 176,607 August .. 117,796 16,294 3,985 1,366 842 333 46 21 22,887 1,146 422 253 593 392 449 34,481 178,422 September .. 119,212 16,456 4,050 1,387 843 336 46 21 23,139 1,146 422 254 606 395 454 34,824 180,452 October .. 120,786 16,607 4,123 1,410 850 340 47 21 23,398 1,156 421 258 620 400 457 35,171 182,667 November .. 122,987 16,816 4,216 1,436 857 344 48 21 I 23,738 1,166 421 268 633 413 459 35,613 185,698 December .. 125,656 17,057 4,302 1,465 866 347 48 21 I 24,106 1,190 421 269 689 422 460 36,116 189,329 1929. January .. 127,612 17,213 4,403 1,481 869 347 48 21 ! 24,382 1,194 422 269 704 428 464 36,448 191,473 February .. 128,971 17,453 4,590 1,514 873 347 48 21 24,846 1,204 427 273 721 430 470 36,832 194,174 March .. 130,556 17,652 4,751 1,527 875 350 48 21 j 25,224 1,215 427 273 733 433 474 37,244 196,579 April.. .. 132,001 17,817 4,919 1,540 875 350 49 21 1 25,571 1,216 428 276 742 435 478 37,553 198,700 May.. .. 133,433 17,973 5,039 1,555 875 349 49 21 25,861 1,225 429 276 750 437 483 37,767 200,661 June .. 132,633 17,661 5,196 1,496 815 343 49 22 25,582 1,171 372 244 722 407 484 35,274 196,889 July.. .. 134,016 17,831 5,354 1,513 816 343 49 22 25,928 1,183 374 247 735 414 490 35,517 198,904 August .. 135,487 17,988 5,577 1,545 819 343 50 22 26,344 1,196 370 250 760 424 490 35,790 201,111 September .. 137,203 18,219 5,816 1,582 824 346 50 23 26,860 1,215 370 253 783 431 496 36,138 203,749 October .. 138,982 18,362 6,031 1,609 831 347 51 23 27,254 1,231 371 255 820 432 496 36,480 206,321 November .. 141,098 18,553 6,242 1,646 844 349 51 23,27,708 1,238 371 256 847 443 497 36,877 209,335 December .. 143,814 18,792 6,453 1,668 852 349 51 24 ' 28,189 1,271 372 262 945 449 501 37,349 213,152 1930. January .. 145,220 18,907 6,591 1,690 857 349 51 24 28,469 1,271 373 268:974 454 504 37,674 1 215,207 February .. 146,849 19,095 6,781 1,710 862 355 51 24 28,878 1,279 375 271 998 456 505 38,015 217,626 March .. 148,090 19,243 6,943 1,728 870 358 52,24 29,218 1,288 1 375 276 1,017 464 507 38,367,219,602 April.. .. 149,220 19,393 7,073 1,745 876 358 52 ! 24 29,521 1,297 375 275 11,044 466 507 38,661 221,366 Mav.. .. 150,443 19,530 7,213 1,752 881 359 52 24 29,811 1,300 375:275 1,054 468 509 38,859,223,094 June .. 148,410 19,084 7,222 1,712 847 345 51 j 23 29,284 1,263 J 303 J 234 1,033 423 492 35,907 j 217,349 * No schedule prepared.

73

H.—4o

TABLE 3.—MOTOR-VEHICLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing according to Highway Districts the Number of Private Motor-cars, Omnibuses, and Motor-trucks (including Dormant, but not Cancelled, Registrations) registered at 31st December in the Years 1925, 1926, 1927, 1928, and 1929.

Private Cars. j Omnibuses. I Motor-trucks. n-'itrietfl District ]l J lAstricts. No. I : II I 1 1925. 1926. 1927. 1928. j 1929. 1925. | 1926. | 1927. , 1928. 1929. I 1925. 1926. 1927. 1923. 1929. North Auckland .. .. .. 1 9,969 12,987 14,838 5,394* 6,310* 334 412 264 21* 37* 2.638 3,575 4,241 1,600* 1,893* Auckland South .. .. .. 2 7,534 9,454 10,656 23,826* 28,015* 145 165 78 329* 343* 1,431 1,970 2,457 5,836* 6,663* Tauranga. .. .. .. .. 3 1,652 2,079 2,359 2,704 3,222 I 40 52 26 25 23 328 469 624 698 835 Gisborne .. .. .. .. 4 2,000 2,471 2,837 3,225 3,648 34 40 29 30 36 1157 361 426 458 546 Hawke's Bay .. .. .. 5 5,917 7,217 7,857 8,728 ; 9,834 69 94 69 73 72 C89 1,274 1.553 1,649 1,S96 I King-country .. .. .. 6 925 1,134 1,257 1,478 1,826 35 44 24 22 28 256 357 463 523 721 Taranaki .. .. .. .. 7 4,724 5,787 6,332 7,221 8,184 44 52 40 43 j 42 678 891 1,055 1,223 1,491 Wanganui .. .. .. 8 3,939 4,820 5,313 5,897 6,652 31 40 37 39 41 695 905 1,027 1,110 1,263 Wellington West .. .. .. 9 9,742 12,535 13,715 15,830 18,503 143 187 184 187 192 1,971 2,596 ' 2,988 3,340 3,800 Wellington East .. .. .. 10 3,413 4,048 4,146 4,646 5,223 24 31 36 35 39 493 634 699 745 881 Nelson .. .. .. .. 1 11 2,656 3,198 3,566 3,945 1 4,513 57 66 48 49 49 346 469 577 637 778 West Coast .. .. .. 12 901 1,197 1,392 1,590 1,891 49 60 44 52 58 229 326 421 459 567 Canterbury North .. .. .. 13 931 1,128 1,103 1,243 1.416 6 6 9 9 I 10 100 138 149 179 226 Canterbury Central .. .. 14 9,369 11,466 12,582 13,870 j 15,475 66 84 58 65 72 1,189 1,573 1,841 2,001 2,339 Canterbury South .. .. 15 6,872 8,266 8,835 9,695 10.684 73 83 83 91 97 572 744 911 1,008 1,235 I ' Otago Central .. .. •• 16 1,216 1,447 1,459 1,647 1,869 19 21 16 16 18 138 181 203 238 291 OtagoSouth .. .. .. 17 4,853 6.130 6,771 7,491 j 8,485 63 85 58 63 67 885 1,162 1,377 1,494 1,707 i ! Southland .. .. .. 18 5,049 6,098 6,623 7,226 j 8,064 j 53 68 40 j 41 47 478 626 803 908 1,057 Totals .. .. .. .. 81,662 101,462 111,641 125,656 , 143,814 1,285 1,590 1,143 j 1,190 1,271 13,673 18,251 21,815 24,106 28,189 * Alterations in boundaries invalidate horizontal comparisons for the Ncrth Auckland and South Auckland Districts beyond 1927.

H.—4o.

TABLE 4.—MOTOR-CYCLE REGISTRATIONS, BY HIGHWAY DISTRICTS. Table showing the Number of Motor-cycles registered in the Dominion, according to Highway Districts, at 31st December, 1925, 1926, 1927, 1928, and 1929.

TABLE 5.—DORMANT MOTOR-VEHICLE REGISTRATIONS. Table showing the Number of "Dormant "* 1927-28 Registrations, included in the Register of Motor-vehicles on the 31st May, 1930, and which were cancelled on the 1st June, 1930, in accordance with Regulation 3, gazetted on the 8th March, 1928, under the Motor-vehicles Amendment Act, 1927.

74

Highway Districts. District No. 1925. 1926. 1927. 1928. 1929. Auckland North .. .. j ] 2,272 3,241 3,923 1,890 2,107 Auckland South .. .. 2 2,222 2,893 2,812 5,718 6,236 Tauranga .. .. .. | 3 398 556 ! 646 688 736 Gisborne .. .. .. 4 240 329 432 480 518 Hawke's Bay .. .. 5 1,605 1,948 2,135 2,108 2,036 King-country .. .. 6 281 364 356 , 375 404 Taranaki .. .. .. 7 1,733 2,228 2,412 ! 2,650 2,759 Wanganui .. .. .. 8 1,318 1,651 ; 1,742 1,706 1,696 Wellington West .. .. 9 3,241 4,060 4,383 4,617 4,614 Wellington East .. .. i 10 815 992 937 939 946 Nelson .. .. 11 1,013 1,298 1,426 1,434 1,486 West Coast .. .. 12 375 493 609 632 657 Canterbury North .. .. 13 278 336 311 335 352 Canterbury Central .. ... 14 4,174 j 5,127 5,411 5,495 5,686 Canterbury South .. .. j 15 2,071 ' 2,457 2,566 2,583 2,622 Otago Central .. .. } 16 369 420 365 373 371 Otago South .. .. 17 1,550 1,996 2,291 2,317 2,346 Southland .. .. . . 18 1,384 1,712 1,836 1..776 1,777 Totals .. .. .. 25,339 32,101 34,593 | 36,116 37,349

Highway District. Trucks. $ • . Trailers. o A 3 §S £ as ears. . I - I , . I j , I -• i -g-S, -3 I •£ o «■§ Cycles. Totals. & a a i S o S 2P © © -t? £-5 Name. No. 3 I S i S S 2 3|gS|gg fl j 3 A I oil «i 4 A =i oi g H ? f £ S I I 1 _ I CO I <M Auckland North .. 1 132 48 7 3 2 5 .. .. 3 1 1 115 317 Auckland South .. 2 663 j 170 54 18 10 1 .... 17 8 2 7 10 1 453 1,414 Tauranga .. 3 83 26 8 1 1 3 2 50 174 Gisborne .. 4 122 | 15 7 .. 2 1 .. .. 3 .. 1 3 1 .. 44 199 Hawke's Bay .. 5 224 50 15 6 4 1 3 4 2 9 7 5 309 639 King-country .. 6 54 24 6 3 2 2 33 124 Taranaki 7 199 31 8 3 2 1 .... 2 1 .. 1 .... 230 478 Wanganui ..8 211 48 8 7 3 2 .... 2 .... 4 1 1 187 474 Wellington West .. 9 418 82 28 11 9 1 .... 6 5 6 4 21 3 420 1,014 Wellington East ..10 141 32 7 2 1 .. 1 .. 2 2 1 6 .. .. 105 300 Nelson .. ..11 119 21 3 2 .. 2 .. .. 1 4 1 .. 4 1 140 298 West Coast ..12 65 26 1 1 4 2 .. .. 2 3 1 67 172 Canterbury North 13 22 4 2 3 4 1 5 35 76 Canterbury Central 14 341 40 4 3 2 2 10 13 14 5 5 480 919 Canterbury South 15 256 22 9 1 .. 2 .. i .. 3 20 13 4 2 .. 257 589 Otago Central ..16 42 5 .. 1 .. 2 .. .. .. 4 .. 1 1 .. . 29 85 Otago South .. 17 239 51 2 2 2 2 .. 1 .. 13 2 3 1 3 219 540 Southland ..18 274 25 2 1 1 1 .. 1 .. 2 3 .. 4 1 .. 212 526 Totals .. .. 3,605 720 171 65 42 16 1 1 53 77 45 69 67 21 3,385 8,338 * " Dormant" mean3 vehicles which, although registered, hiva not baen licensed during the years 1928-29 and 1929-30.

H.—4o.

TABLE 6.—MOTOR-VEHICLE REGISTRATIONS, JULY, 1930. Table showing the Number of Motor-vehicle Registrations, including "Dormant"*, but excluding Cancelled Registrations, up to and including the 31st July, 1930.

TABLE 7.—CANCELLED MOTOR-VEHICLE REGISTRATIONS. Table showing the Number of Cancelled Motor-vehicle Registrations up to and including the 31st July, 1930.

75

m £* Highway District. | Trucks. £ . Trailers. £ • , o .2 $ B 5.3 Cms. . . I . I . . | . . . c. ?•§, ■3 -i o Cycles. Totals. C3 fl , C5 P f-, C g <3 SX) £ £ -M £ Name. No. $ \ $ \ $ S | 2 2 | BJ * f § .2 g TH [ M CO ' in CO Oco g I H O Auckland North 1 ' 6,646 1,375 590 29 9 7 i . j .. 37 3 7 51 22 14 2,140 10,930 Auckland South 2 29,450 4,587 1,670 357 194 62 10 6 334 9 18 90 27 97 6,318 43,229 Tauranga .. 3 3,418 642 I 209 28 14 3 .. .. 24 .. .. 12 22 11 733 5,116 Gisborne .. 4 3,738 297 196 52 22 4 .... 34 5 .. 11 15 3 510 4,887 Hawke's Bay 5 10,120 1,247 1475 151 83,26 4! 4 74 7 11 43 29 52 1,824 14,150 King-countrv .. 6 1,915 443 286 26 3 1 1 .. 29 4 3 10 3 4 394 3,122 Taranaki .. 7 8,501 1,013 389 91 39 36 1 1 42 7 .. 16 13 18 2,676 12,843 Wanganui .. 8 6,798 835 ! 312 86 34 13 .... 40 2 1 20 14 20 1,559 9,734 Wellington West. . 9 19,544 2,323 1,025 341 203 75 7 7 196 5 14 84 73 70 4,409 28,376 Wellington East.. 10 5,410 600 220 54 30 8 .... 38 16 7 58 28 24 903 7,396 Nelson.. .. 11 4,726 551 200 53 23 12 6 .. 49 13 1 24 25 17 1,440 7,140 West Coast .. 12 2,080 381 ! 185 30 18 4 1 .. 59 3 2 25 12 14 628 3,442 Canterbury North 13 1,452 161 70 1 9 5 .. 1 .. 11 9 4 ! 5 12 4 345 2,092 Canterbury Central 14 16,010 1,752 504 148 50 30 10 3 70 54 57 276 40 54 5,537 24,595 Canterbury South 15 10,915 912 I 2,73 77 37 21 5 2 96 132 90 176 26 42 2,485 15,289 Otago Central .. 16 1.919 221 57 23 7 3 .... 20 7 3 15 11 5 370 2,661 Otago South .. 17 8,682 ,1,166 | 394 118 52 23 4 .. 68 22 19, 93 35 26 2,228 12,930 Southland .. 18 8,171 710 I 317 54 30 13 1 .. 46 5 3 I 46 24 19 1,636 11,075 Totals .. .. 149,495 |l9, 216 |7, 372 1,727 853 345 jsi 23 1,267'303 1240 |l,055 431 494 36,135 219,007 * " Dormant " 11133,113 vehicles which hive b33n registered, but not licensed, for the current year.

Highway District. Trucks. <£ , Trailers. . g i — ; 1 —i i I Is I |i Cal ' 8 ' d , d d | d : d j d fed | If 1 i i °y de8 - TOtal - Name. 1 No. $ S S 1 S 1 -E ■ 3 ° '§ a , <& ci | 4 j j> J <& | °<i a | | § Auckland North .. 1 768' 239 44 18 13 3 .... 41 1 6 19 15 26 552 1,745 Auckland South .. 2 2,020 547 127 | 56 35 6 j .. .. 70 I 16 7 17 38 34 1,371 4,344 Tauranga .. 3 290 89 17 1 9 1 1 .. .. 8 .. .. 8 5 3 179 610 Gisbornc .. 4 328 41 15 3 2 4 .... 13 .. 2 8 2 11 130 559 Hawke'sBay .. 5 873 185 44 1 22 21 2 .... 15 j 8 9 ' 12 16 25 987 2,219 King-country .. 6 178 69 19 7 6 1 .. .. 6 .. .. 1 3 3 129 422 Taranaki .. 7 672 108 30 ! 15 10 11 .. .. 6 2 .. 1 1 13 839 1,708 Wanganui .. 8 589 120 34 22 10 5 1 .. 5 6 3 17 12 8 634 1,466 Wellington West .. 9 1,773 396 104 | 73 42 7 3 .. 44 7 9 13 35 20 1,674 4,200 Wellington Bast ..10 431 85 25 10 7 .. 1 .. 12 7 9 19 1 3 431 1,041 Nelson .. .. 11 354 62 14 5 3 2 1 .. 12 15 5 3 11 4 478 969 West Coast . . 1 12 197 71 6 1 6 9 6 1 1 3 7 6 6 202 520 Canterbury North 13 80 14 4 1 2 7 9 3 6 3 | 105 234 Canterbury Central 14 1,288 207 29 I 14 10 3 .. .. 11 53 61 39 8 29 1,765 3,517 Canterbury South 15 856 75 20 3 5 5 .... 19 71 52 11 6 5 941 2,069 Otago Central .. 16 168 15 2 1 2 3.. .. 2j6.. 2 2.. 136 339 Otago South ..17 842 182 29 11 9 2 .. 2 7 | 26 7 5 2 11 823 1,958 Southland ..18 880 97 9 7 10 8 .. .. 8 f 21 1 9 5 6 858 1,919 . Totals .. .. 12,587 2,602 572 283 |l97 J 63 6 2 285 247 183 [194 174 210 12,234 29,839

H. -40

76

TABLE 8.—LENGTHS OF ROADS. Table showing Lengths of Roads under the Control of Local Authorities for the Years ended 31st March, 1922-29.

TABLE 9.—LENGTHS OF BRIDGES. Table showing Lengths of Bridges under the Control of Local Authorities for the Years ending 31st March, 1922-29.

TABLE 10.—PETROL-TAX. Table showing Particulars relating to the Imports of Motor-spirits and Customs Duty received during the Years ended 31st March, 1928, 1929, AND 1930.

Roads and Streets formed to not less than Dray- £ -g width, and paved or surfaced with— £ a h s m r *«• |— t ifl%i ~ sst u js ed T tir' or Cement Bit^ n or al " r Unspecffied j rglfl&l K0<idb ' R ° adS ' Concrete. iar ' travel. Material. g«8$'g : , , Miles. Miles. Miles Miles. I Miles. Miles, i Miles. Miles. I Miles. V - i I 1922 .. 28,787}* 17,456} ; 44,2:44 5,095-?- 13,631} , 62,971 1923 .. 27,815}* , 17,791} 45,607 5,377} 13,613 | 64,597} 1924 .. 28,553J* | 17,222f 45,776 5,218* 13,630} | 64,624-f 1925 ' 58| 639 28,243| j 458}~7 16,748 46,147J 5,181} 15,676} 67,006 1926 .. 97} 836 : 28,981} ! 340} I 16,521} 46,777} 5,009| 15,792* ! 67,579} 1927 .. 133 1 1,012 i 29,726} I 373i 16,107} 47,352} 5,093 15.795" "68,240} 1928 .. 217 1,262} 30,669J 129} 15,381} j 47,659f 5,040} 15,669} 68,3691 1929 .. 254 1,472 31,334 j 125} ; 15,135} j 48,321 5,399f 15,197} j 68,918} * Detailed figures not available. Note. —Figures for earlier years, particularly in regard to unformed legal roads, are not claimed to be entirely accurate.

Bridges, 25 ft. and over in Length, constructed with Trnn inrl s+pp1 Stone and Australian or Tsrn+ivp Timber* Other and Un- Totals Year. iron ana Steel. Concrete. other Hardwood. ! JNatlve AlmbLlfe - specified Material. lotais. Number | Length. j Number Length. Number Length- | Number j Length- Number Length- Number j Length. Ft. Ft. Ft. Ft. Ft. Ft. 1923 .. ..* * * * * * * *|* * t 2 >955+328,766 1924 .. * * ** * * * *'** +3,297 +362,034 1925 .. .. 131 20,315 408 36,840 1,466 180,529 2,035 167,557 74: 8,601 4,114 413,842 1926 .. .. 175 26,227 431 39,127 1,665 197,735 2,029 161,084 83 I 8,656 4,383 432,829 1927 .. .. 193 26,144 : 489 42,804 1,850 217,600 1,959 148,427 156 14,041 4,647 449,016 1928 .. .. 171 24,779 545 47,833 2,013 229,208 1,994 153,078 111 12,844 4,834 467,742 1929 .. .. 206 29,089 608 , 52,761 2,137 242,474 2,181 165,525 118 j 9,590 5,250 499,439 * Detailed figures are not available. t 30 ft. and over in length.

1927-28. 1928-29. 1929-30. Imports .. .. .. .. .. Gallons 53,113,367 51,134,303 66,465,474 Value of imports .. .. .. .. £ 1,948,671 1,645,826 2,201,548 Amount of duty at 4d. per gallon .. .. £ 143,548 851,336 1,029,248 Amount of refunds .. .. .. .. £ 32 49,105 67,341 Net amount of duty received .. .. .. £ 143,516 802,231 961,907 Number of gallons on which refund allowed .. Gallons 1,920 2,946,300 4,040,460 Net number of gallons on which duty paid .. Gallons 53,111,447 48,188,003 62,425,014

H-: 40

TABLE 11.—PETROL-TAX ALLOCATION TO BOROUGHS WITH 6,000 OR MORE POPULATION. Table showing the Distribution of the Petrol-tax to Boroughs with a Population of 6,000 and over.

77

Year ending 31st March, 1928. j Year ending 31st March, 1929. Year ending 31st March, 1930. Name of Borough. Amount of Tax. Amount of Tax. Amount of Tax. Grand Total. March. Total. ! June. j September. December. March. Total. June. September. | December. | March. Total. I I I I I I £ s. d. £ s. d.; £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d.| £ s. d. £ s. d. £ s. d. £ s. d.i £ s. d. Wellington .. 1,662 12 0 1,662 12 oj 2,748 13 0'i 2,004 19 6 2,512 7 3 3,236 6 2;10,502 5 11 3,035 19 lj 2,905 14 4j 2,920 19 7 3,448 10 1012,311 3 1024,476 1 9 Auckland .. 1,621 16 0 1,621 16 0 2,699 15 0 1,962 3 8 2,458 15 oj 3,167 5 o'10, 287 18 8 2,935 12 3 2,809 13 8 2,828 13 10 3,339 11 911,913 11 623,823 6 2 Christchurch .. 1,387 4 0 1,337 4 o| 2,317 3 0 1,684 1 5 2,110 5 9 2,718 7 6 8,829 17 8 2,522 16 0 2,414 11 5, 2,441 10 10 2,882 10 210,261 8 520,478 10 1 Dunedin .. .. 1,060.16 0 1,060 16 o' 1,771 6 0 1,287 7 3 1,613 3 6 2,078 0 4 6,749 17 1 1,926 10 0 1,843 17 1 1,859 11 3 2,195 8 5 7,825 6 915,635 19 10 Wanganui .. 397 16 0 397 16 0 662 0 0 481 2 2 602 17 5j 776 11 9 2,522 11 4j 715 19 11 685 5 4j 688 13 6 813 1 2 2,902 19 11 5,823 7 3 Mount Albert .. 316 4 0 316 4 Oj 516 0 0] 375 0 T 469 18 10, 605 7 1 1,966 6 6' 567 12 7j 543 5 7 545 13 6! 644 4 7i 2,300 16 3 4,583 6 9 Mount Eden .. 316 4 0 316 4 0, 5.15 12 0 374 15 5| 469 11 6' 604 17 9 : 1,964 16 8 562 12 3' 538 9 ej 541 -4 10 638 19 11 2,281 6 6 4,562 7 2 Invercargill .. 306 0 0 308 0 o' 518 10 9 376 17 7 472 5 1 608 6 9 1,976 0 2 567 1 2 542 14 8 547 12 4 646 10 5 2,303 18 7 4,585 18 9 Palmerston North.. 306 0 0 306 0 o! 514. 0 0 373 11 2 468 2 3 603 0 0 1,958 13 5 566 18 3 542 11 10 541 7 7 639 3 2 2,290 0 10 4,554 14 3 Napier .. .. 255 0 0 255 0 0 425 3 Oj 309 0 10 387 4 3, 498 15 9 1,620 3 10 461 11 2 441 15 1 444 2 1 524 6 4 1,871 14 8; 3,746 18 6 Timaru .. .. 255 0 0, 255 0 0 423 14 0 307 18 10 ! 385 17 s| 497 1 2; 1,614 11 5' 465 2 loj 445 3 9 451 14 6 533 6 3; 1,895 7 4j 3,764 18 9 New Plymouth .. 244 16 0 244 16 Oj 396 11 0 288 3 11 361 2 9; 465 4 0 1,511 1 8? 432 17 10 414 6 414 17 4 489 15 11 1,751 17 5 3,507 15 1 Hamilton .. 234 12 0 234 12 Oj 393 15 0 286 2 11 358 11 7 461 18 0 1,500 7 6 426 8 10 408 2 11 410 3 2 484 4 9 1,728 19 8; 3,463 19 2 Gisborne .. 224 8 0 224 8 0 361 10 0 262 14 si 329 4 4 424 1 7 1,377 10 4 392 15 1| 375 18 1 377 17 5 446 2 5 1,592 13 Oj 3,194 11 4 Onehunga .. 173 8 0 173 8 oj 293 0 0 212 19 6 266 16 8 ! 343 14 5j 1,116 10 7, 321 1 8 1 307 6 2 304 16 11, 359 18 1 1,293 2 10 2,583 1 5 Lower Hutt .. 173 8 0 173 8 0 287 0 0 208 11 2 1 261 7 oj 336 13 1 1,093 11 3' 333 5 4j 318 19 5 322 3 4 380 7 1 1,354 15 2 2,621 14 5 Hastings .. 173 8 0 173 8 Oj 285 6 0 207 6 3 259 15 4' 334 12 4j 1,086 19 11 314 4 1 300 14 6 300 13 9 354 19 11 1,270 12 3 2,531 0 2 Nelson .. .. 163 4 0 163 4 0 278 16 0 202 12 8 253 18 4 327 1 8 1,062 8 8 303 3 4 290 3 2 293 4 2 346 3 3 1,232 13 11 2,458 6 7 Petone .. .. 163 4 0 163 4 0 272 13 0 198 3 6 248 6 3 319 17 3| 1,039 0 0 305 6 4 292 4 4 291 10 11 344 4 0 1,233 5 7 2,435 9 7 Devonport .. 163 4 Oj 163 4 0' 272 18 0 198 7 2 248 11 l 1 320 3 7j 1,039 19 10 293 16 11 281 4 10 283 12 11 334 17 6 1,193 12 2 2,396 16 0 Masterton .. 132 12 0 132 12 o| 224 5 0 162 19 2 204 4 1 263 1 0 854 9 3; 243 13 9 233 4 8 234 3 7 276 9 5 987 11 5 1,974 12 8 St. Kilda.. .. 122 8 0 122 8 0j 226 15 0 157 9 7 197 7 8 254 5 2 835 17 5 1 233 12 11 223 12 5 225 6 2 266 0 1 948 11 7 1,906 17 0 Oamaru .. .. 122 8 0 122 8 0. 196 11 0 142 16 7 178 19 9 230 11 2i 748 18 6 213 11 7 204 8 4 207 3 2, 244 11 5 869 14 6 1,741 1 0 Whangarei ,. 112 4 0 112 4 0 186 0 0 135 10 8 169 7 2 218 3 2j 709 1 0| 204 19 7 196 3 8 195 13 1; 230 19 8 827 16 0 1,649 1 0 Takapuna .. 112 4 0 112 4 0 181 0 0 131 11 s! 164 17 0 212 7 0 689 15 8 196 16 1, 188 7 3 189 8 5 223 12 8 798 4 5 1,600 4 1 Greymouth .. .. .. .. .. .. .. .. 172 17 5 1 165 9 1 167 13 4 197 18 11 703 18 9 ! 703 18 9 I ! ■ _J L 1 Totals .. 10,200 0 010,200 0 o|l6,967 16 912,332 7 7 15,452 17 3 19,905 12 8 64,658 14 3jl8,716 6 317,913 7 518,029 11 621,285 13 1 75,945 3 3150,80317 6 ' ' ;,; r ■■•k £ I . I I I . j 'I I I

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78

TABLE 12.—HEAVY-TRAFFIC LICENSE FEES, PASSENGER VEHICLES. Table showing in respect of those Local Authorities that furnished Returns to the Transport Department the Amounts collected on Account of Motor-vehicles conveying Passengers and Luggage only.

TABLE 13.—HEAVY-TRAFFIC LICENSE FEES, GOODS VEHICLES. Table showing in respect of those Local Authorities that furnished Returns to the Transport Department the Amounts collected on Account of Motor-vehicles conveying Goods only.

Year ended 31st March, Type of Vehicle. Class of Tire. — — — 1926. 1927. 1928. 1 1929. . I I I I I I I " I £ s. d. £ s. d. £ s. d. £ s. d. Seating not more than Pneumatic .. : 8,405 16 3 13,596 6 11 112,941 14 0 j 13,367 13 1 twenty passengers Solid .. 30 0 0 40 0 0 Total .. 8,405 16 3 ! 13,626 6 11 jl2,981 14 0 I 13,367 13 1 Seating twenty to thirty Pneumatic .. 4,062 11 6 9,529 2 4 13,047 18 9 14,615 6 3 passengers Solid .. .. 31936 52 00 Total .. 4,062 11 6 9,848 5 10 13,099 18 9 14,615 6 3 Seating over thirty pas- Pneumatic .. 865 15 0 2,443 0 8 2,593 5 0 3,282 15 11 sengers Solid .. 375 0 0 692 10 0 Total .. 1,240 15 0 3,135 10 8 2,593 5 0 3,282 15 11 Totals, all classes .. Pneumatic .. 13,334 2 9 25.568 9 11 28,582 17 9 31,265 15 3 Solid .. 375 0 0 1,041 13 6 92 0 0 Grand totals.. 13,709 2 9 26,610 3 5 28,674 17 9 31,265 15 3

Year ended 31st March, l'ype of Vehicle. C1^® t ® ca " | Class of Tire. 1920. I 1927. j 1928. | 1929. £ s. d. ; £ s. d. | £ s. d. £ s. d. 2-2J tons weight, vehicle A Pneumatic .. 6,005 6 10 10,532 14 10 j 13,433 14 9 15,189 9 10 and load Super-resilient. .. .. I 169 19 3 205 4 0 Solid .. 1,762 10 8 | 2,255 14 10 | 1,789 11 2 1,613 5 0 Total .. 7,767 17 6 j 12,788 9 8 j 15,393 5 2 I 17,007 18 10 2i-3 tons weight, vehicle B Pneumatic .. 1,924 9 11 4,101 10 1 1 5,912 18 10 ! 9,082 1 8 and load Super-resilient .. .. I 77 7 6 74 17 9 Solid .. 908 2 0 1,318 2 3 | 1,012 8 9 847 4 0 Total .. 2,832 11 11 j 5,419 12 4 | 7,002 15 1 j 10,004 3 5 3-3A tons weight, vehicle C Pneumatic .. 1,967 6 0 I 4,207 11 5 j 5,600 1 9 j 7,608 19 4 and load Super-resilient .. .. 404 10 0 1 102 16 6 Solid .. 1,135 4 0 I 2,126 16 10 j 1,760 10 8 , 1,733 8 2 Total .. 3,102 10 0 j 6,334 8 3 | 7,765 2 5 | 9,445 4 0 3 J - 4 tons weight, vehicle I) Pneumatic .. 965 16 5 2,802 16 11 '■ 4,452 0 5 , 7,035 0 4 and load Super-resilient .. | .. j 148 14 8 j 167 11 4 Solid .. 2,442 14 6 j 3,679 0 9 | 3,639 15 1 j 3,341 3 2 Total .. 3,408 10 11 I 6,481 17 8 | 8,240 10 2 I 10,543 14 10 4~4h tons weight, vehicle E Pneumatic .. 538 9 6 1,542 8 7 ; 3,380 8 3 4,879 14 7 Super-resilient .. | .. i 24 7 4 208 15 0 Solid .. 2,599 10 6 4,067 12 3 ' 3,909 7 0 3,402 9 2 Total .. 3,138 0 0 I 5,610 0 10 1 7,314 2 7 j 8,488 18 9 4J-5 tons weight, vehicle F Pneumatic .. 598 2 7 . 1,327 16 6 2,322 12 8 , 3,516 6 4 and load Super-resilient .. j . . j 133 8 0 189 7 8 Solid .. 2,352 18 7 4,275 6 2 | 3,608 16 0 j 3,877 5 6 Total .. 2,951 1 2 5,603 2 8| 6,064 16 8 I 7,582 19 6 I 1 I

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79

TABLE 13.—HEAVY TRAFFIC LICENSE FEES, GOODS VEHICLES—continued. Table showing in respect of those Local Authorities that furnished Returns to the Transport Department the Amounts collected on Account of Motor-vehicles conveying Goods only—continued.

I I Year ended 31st March, Type of Vehicle. j Cla t fj® ca " Class of Tire. 1926. 1927. 1928. 1929. £ s. d. £ s. d. £ s. d. £ s. d. 5-5J tons weight, vehicle G Pneumatic .. 347 12 0 961 13 10 1,144 12 6 1,972 4 5 and load Super-resilient .. .. 159 1 6 127 16 0 Solid .. 2,685 19 2 4,232 15 4 4,110 2 8 4,446 4 2 Total .. 3,033 11 2 5,194 9 2 5,413 16 8 6,546 4 7 5J-6 tons weight, vehicle H Pneumatic .. 530 16 2 1,045 16 0 1,126 3 4 2,393 3 3 and load Super-resilient .. .. 184 12 0 262 4 0 Solid .. 3,048 1 8 6,422 14 7 5,706 14 8 6,320 9 3 Total .. 3,578 17 10 7,468 10 7 7,017 10 0 8,975 16 6 6-6J tons weight, vehicle I Pneumatic .. 224 2 0 517 10 0 768 13 0 978 5 0 and load Super-resilient .. .. 94 0 0 127 13 0 Solid .. 2,142 0 0 4,087 1 2 5,360 1 8 5,926 5 8 Total .. 2,366 2 0 4,604 11 2 6,222 14 8 7,032 3 8 6J-7 tons weight, vehicle J Pneumatic .. 81 10 0 975 3 4 561 14 4 1,339 3 10 and load Super-resilient .. .. 131 0 0 98 0 0 Solid .. 3,987 19 0 4,912 13 0 5,323 4 8 6,983 2 8 Total .. 4,069 9 0 5,887 16 4 6,015 19 0 8,420 6 6 1-1 \ tons weight, vehicle K Pneumatic .. .. 36 18 9 447 10 0 1,212 18 10 and load Super-resilient .. .. 132 6 3 20 13 9 Solid .. 3,241 14 9 5,928 17 3 5,518 0 3 4,559 5 0 Total .. 3,241 14 9 5,965 16 0 6,097 16 6 5,792 17 7 tons weight, vehiclc L Pneumatic .. 200 0 0 472 10 0 740 16 8 1,179 4 6 and load Super-resilient .. .. 153 0 0 125 6 8 Solid .. 4,061 13 4 6,346 17 2 6,664 3 8 6,991 2 4 Total .. 4,261 13 4 6,819 7 2 7,558 0 4 8,295 13 6 8-81 tons weight, vehicle i M Pneumatic .. 182 5 0 262 0 0 391 3 8 270 10 10 and load , Super-resilient .. .. 51 0 0 47 10 0 Solid .. 3,545 5 10 5,406 3 9 5,346 8 3 6,444 6 9 Total .. 3,727 10 10 5,668 3 9 5,788 11 11 6,762 7 7 8-J -9 tons weight, vehicle N Pneumatic .. 115 0 0 30 0 0 30 0 0 65 11 4 and load Super-resilient .. .. 133 10 0 80 0 0 Solid .. 3,679 10 0 5,956 0 0 5,788 10 0 6,257 16 8 Total .. 3,794 10 0 5,986 0 0 5,952 0 0 6,403 8 0 9- 9£ tons weight, vehicle 0 Pneumatic .. .. 135 5 0 .. 89 8 0 and load Super-resilient .. .. 126 15 0 20 11 8 Solid .. 2,799 12 6 4,571 13 3 3,624 2 11 3,395 9 5 Total .. 2,799 12 6 4,706 18 3 3,750 17 11 3,505 9 1 9i-10 tons weight, vehicle P Pneumatic .. .. .. ; 31 18 6 353 15 0 and load Super-resilient .. .. 250 17 9 186 9 2 Solid .. 5,350 9 0 10,726 3 9 12,990 2 11 15,224 10 10 Total .. 5,350 9 0 10,726 3 9 13,272 19 2 15,764 15 0 10-15 tons weight, vehicle Q Pneumatic .. .. .. ! .. 15 18 9 and load (six-wheelers) Solid .. .. 291 0 0 882 0 0 455 0 0 Total .. .. 291 0 0 882 0 0 470 18 9 Totals, all classes .. .. Pneumatic.. 13,680 16 5 28,951 15 3 40,344 8 8 57,181 15 10 Super-resilient .. .. 2,374 9 3 2,042 16 6 Solid .. 45,743 5 6 76,604 12 4 | 77,034 0 4 81,818 7 9 Grand totals 59,424 1 11 105,556 7 7 h 19,752 18 3 ]l41,043 0 1 i I

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80

TABLE 14.—HEAVY-TRAFFIC LICENSE FEES, PASSENGERS AND GOODS VEHICLES. Table showing in respect of those Local Authorities that furnished Returns to the Transport Department the Amounts collected on Account of Motor-vehicles conveying both Passengers and Goods.

Year ending 31st March, Classiflea- „ „„ I Type of Velucle. tion. Class of lire. 1926. j 1927. 1928. j 1929. I 1 I [ £ s. d. | £ s. d. £ s. d. £ s. d. 2-2,1 tons weight, vehicle and A Pneumatic .. 584 4 5 560 15 (5 523 7 0 470 19 2 load i Solid . . 39 0 0 6 0 0 6 0 0 Total .. 623 4 5 j 566 15 6 529 7 0 470 19 2 2J-3 tons weight, vehicle and B j Pneumatic .. 3S9 1 6 j 498 13 11 593 10 7 578 15 2 load Solid .. 34 .13 0 j 89 13 0 Total .. 423 14 6 588 6 11 593 10 7 57S 15 2 3- 3?,' tons weight, vehicle and C ! Pneumatic .. 383 10 5 458 15 5 436 2 3 713 8 0 load Solid .. 24 0 0 39 4 0 22 4 0 Total .. 407 10 5 497 19 5 458 6 3 713 8 0 3J-4 tons weight, vehicle and D Pneumatic .. 270 6 11 484 3 0 740 14 6 671 6 2 "load 1 Solid .. 77 6 8 16 0 0 7 10 0 Total . . 347 13 7 500 3 0 748 4 6 671 6 2 4-4J tons weight, vehicle and E | Pneumatic .. 365 5 9 202 3 10 379 5 10 201 1 9 load ! ! Solid .. 96 6 8 £0 0 0 £0 0 0 28 0 0 Total .. 461 12 5 382 3 10 409 5 10 229 1 9 4J-5 tons weight, vehicle and F Pneumatic .. 275 6 6 445 7 10 372 4 1 617 19 8 load Super-resilient .. .. .. 25180 Solid .. 244 16 0 42 0 0 48 0 0 58 13 0 Total .. 520 2 6 487 7 10 420 4 1 702 10 8 5-5A tons weight, vehicle and G Pneumatic .. 90 0 0 117 6 0 128 15 0 414 2 3 load Solid .. 108 0 0 166 0 0 177 11 8 32 13 4 Total .. 198 0 0 283 6 0 S06 6 8 446 15 7 5J-6 tons weight, vehicle and H Pneumatic .. 46 16 0 126 10 0 84 2 8 82 7 2 load Super-resilient .. .. £0 5 4 5 1 4 Solid .. 359 17 4 144 4 0 102 3 6 53 6 8 Total .. 406 13 4 270 14 0 206 11 6 140 15 2 6-6A tons weight, vehicle and 1 Pneumatic .. .. 33 30 300 load Solid .. 36 0 0 .. 45 0 0 9 0 0 Total . . 36 0 0 33 3 0 48 0 0 9 0 0 6J-7 tons weight, vehicle and J Pneumatic .. .. 49 17 6 174 16 0 103 2 8 "load Solid . . 20 0 0 74 0 0 28 G 8 46 13 4 Total .. 20 0 0 123 17 6 203 2 8 149 16 0 7-7|- tons weight, vehicle and K Pneumatic .. 40 16 0 22 10 0 £8 0 0 37 10 0 load ' Solid .. .. £0 0 0 45 0 0 97 10 0 Total .. | 40 16 0 82 10 0 143 0 0 135 0 0 74—8 tons weight, vehicle and L Pneumatic .. ! .. .. 44 0 0 load Super-resilient i .. .. .. 36113 Solid . . 322 10 0 .. 100 0 0 Total .. 322 10 0 .. 144 0 0 36 11 3 8-8| tons weight, vehicle and M Solid .. 55 0 0 60 0 0 67 10 0 load tons weight, vehicle and N Pneumatic .. 55 0 0 load Solid . . 395 0 0 189 0 0 480 0 0 105 0 0 Total .. 450 0 0 189 0 0 480 0 0 105 0 0 9-9J tons weight, vehicle and O Pneumatic .. .. 15 0 0 load 9J-10 tons weight, vehicle and P Solid .. 150 0 C 18 0 0 100 0 0 162 10 0 load Total, all classes .. .. Pncumatic .. 2,500 7 6 3,114 6 0 3,577 17 11 3,890 12 0 Super-resilient .. .. 20 5 4 - 67 10 7 Solid .. 1,962 9 8 984 1 0 1,259 5 10 593 6 4 Grand totals 4,462 17 2 4,098 7 0 4,857 9 1 4,551 8 II

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TABLE 15.—CONSUMPTION OF MOTOR-SPIRITS. Comparative Statement showing the Estimated Quantities of Motor-spirit used by various Classes of Vehicles for Year ending 31st March, 1930.

TABLE 16.—IMPORTS OF MOTOR-SPIRITS. Table showing the Quantities and Values of Motor-spirits imported into New Zealand from 1914 to 1929.

6—H. 40.

I I I I I Number of Vehicles Annual Total TotaI Petro1 on Net Amount ge . (excluding A™"?! Vehicle-miles I which Duty was of Duty dormant Mileage. pe r Year. i paid, less Refunds. received. registrations). Gallons. £ Cars .. .. .. .. 117,270 5,000 586,350,000 32,575,000 542,917 18 Trucks .. .. .. 21,944 10,000 219,944,000 18,328,666 305,478 12 Omnibuses .. .. .. 967 30,000 29,010,000 2,901,000 48,350 10 Tractors .. .. .. 280 2,000 | 560,000 46,666 778 12 Motor-cycles . .. .. 22,891 7,000 ! 160,237,000 3,204,740 53,412 50 Domestic use and destroyed .. .. .. .. 658,348 10,972 163,352 I 54,000 996,101,000 57,714,420 961,907

r . , ,, Voot . Quantity in v«i,i« i Average Value per Calendar Year. I Gallons. Value ' | Gallon. £ d. 1914 .. .. .. 6,799,625 | 414,626 14-6 1915 .. .. .. 7,171,965 398,829 13-3 1916 .. .. .. 9,214,524 544,821 14-2 1917 .. .. .. 8,259,404 585,759 17-0 1918 .. .. .. 10,725,149 829,869 18-6 1919 .. .. .. 8,906,185 783,134 21-1 1920 .. .. .. 17,970,995 1,845,550 24-7 1921 .. .. 19,138,846 2,031,630 25-5 1922 .. .. .. 16,585,616 1,701,551 24-6 1923 .. .. .. 20,364,065 1,621,546 10-9 1924 .. .. .. 28,989,126 2,222,055 18-4 1925 .. .. .. 33,307,588 2,353,511 16-9 1926 .. .. .. 44,817,512 2,654,482 14-2 1927 .. .. .. 48,042,640 2,005,983 9-1 1928 .. .. .. 54,540,416 1,655,451 7-3 1929 .. .. .. 62,448,092 2,130,835 8-2 _J -

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TABLE 17.—MOTOR-TRANSPORT STATISTICS, JANUARY, 1930—PASSENGER SERVICES, NORTH ISLAND. Passenger Services run to Time-table over Defined Routes (Classification according to Length of Route).

Length of Route (One Way only). Vehicles. Mileage. Passengers. , Receipts. (a) Absolute Figures. Number. Miles. Number. £ Under 5 miles .. .. .. .. 114 218,991 725,221 10,404 5 and under 10 miles .. .. .. 150 295,546 770,415 18,359 10 „ 15 „ .. .. .. 138 359,398 444,133 17,015 15 „ 20 „ .. .. .. 45 85,785 61,546 4,570 20 30 „ .. .. .. 48 74,680 17,229 3,374 30 40 „ .. .. .. 38 112,341 19,595 4,185 40 „ 50 „ .. .. .. 46 104,302 16,707 4,261 50 „ 75 „ .. .. .. 63 169,776 11,888 7,235 75 „ 100 „ .. .. .. 54 208,391 12,678 8,587 100 „ 200 „ .. .. .. 70 261,817 10,871 8,646 200 miles and over .. .. .. .. 10 78,984 2,200 3,184 Totals .. .. .. .. 776 1,970,011 2,092,483 89,820 (b) Percentages—Each Figure of Totals. Per Cent. Per Cent. Per Cent. Per Cent. Under 5 miles .. .. .. .. 14-69 11 12 34-66 11-58 5 and under 10 miles .. .. .. 19-33 15-00 36-82 20-44 10 „ 15 „ . . .. .. 17-78 18-24 21-22 18-94 15 „ 20 „ .. .. .. 5-80 4-36 2-94 5-09 20 „ 30 ,, .. .. .. 6-18 3-79 0-82 3-76 30 „ 40 „ . . .. .. 4-90 5-70 0-94 4-66 40 ., 50 ,. .. .. .. 5-93 5-29 0-80 4-74 50 „ 75 ,. .. .. .. 8-12 8-62 0-57 8-06 75 „ 100 .. .. 6-96 10-58 0-61 9-56 100 „ 200 „ .. .. .. 9-02 13-29 0-52 9-63 200 miles and over .. .. .. .. 1-29 4-01 0-10 I 3-54 Totals .. .. .. .. 100-00 100-00 100-00 100-00 : . (c) Miscellaneous Averages. Mileage Receipts Receipts Receipts per Vehicle. per Vehicle. per Passenger, j per Vehicle-mile. I I Miles. £ s. d. £ s. d. s. d. Under 5 miles .. .. .. .. 1,920 91 5 3 0 0 3 Oil 5 and under 10 miles .. .. .. 1,970 122 7 10 0 0 6 1 3 10 „ 15 .. .. .. 2,604 123 5 11 0 0 9 0 11 15 „ 20 „ .. .. .. 1,906 101 11 I 0 16 II 20 „ 30 „ .. .. .. 1,555 70 5 10 0 3 11 0 11 30 „ 40 „ .. .. .. 2,956 110 2 8 0 4 3 0 9 40 „ 50 ,, .. .. .. 2,267 92 12 7 0 5 1 0 10 50 75 „ .. . .. 2,694 114 16 10 0 12 2 0 10 75 100 ., .. .. .. 3,859 159 0 4 0 13 7 0 10 100 „ 200 „ .. .. .. 3,740 123 10 3 0 15 11 0 8 200 miles and over .. .. .. .. 7,898 318 8 0 1 8 11 0 10 Averages .. .. .. .. 2,538 115 14 11 0 0 10 0 11

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TABLE 18.—MOTOR-TRANSPORT STATISTICS, JANUARY, 1930 —PASSENGER SERVICES, SOUTH ISLAND. Passenger Services run to Time-table over Defined Routes (Classification according to Length of Route).

6*

Length of Iloiite (One Way only). Vehicles. Mileage. Passengers. Receipts. (a) Absolute Figures. Number. Miles. Number. £ Under 5 miles .. .. .. .. 38 39,085 149,324 2,568 5 and under 10 miles .. .. .. 36 49,740 70,662 2,752 10 15 „ .. .. .. 22 31,848 24,124 1,693 15 20 „ .. .. .. 19 21,458 4,838 879 20 „ 30 „ .. .. .. 29 43,871 11,082 2,039 30 40 „ .. .. .. 23 38,390 9,051 2,315 40 ,, 50 „ .. .. .. 19 42,153 6,306 1,731 50 „ 75 „ .. .. .. 36 77,465 7,913 3,764 75 ,, 100 „ .. .. .. 22 66,254 3,995 2,851 100 „ 200 „ .. .. .. 42 174,759 5,850 8,431. 200 miles and over .. .. .. .. 22 65,150 2,087 3,561 Totals .. .. .. .. 308 650,173 295,232 32,584 (b) Percentages—Each Figure of Totals. Per Cent. Per Cent. Per Cent. Per Cent. Under 5 miles .. .. .. . . 12-34 6-01 50-58 7-88 5 and under 10 miles .. .. .. 11-69 7-65 23-93 8-45 10 „ 15 „ .. .. .. 7-14 4-90 8-17 5-20 15 ,, 20 „ .. .. .. 6-17 3-30 1-64 2-70 20 „ 30 „ . . .. . . 9-41 6-75 3-75 6-26 30 „ 40 „ .. .. . . 7-47 5-90 3-07 7-10 40 „ 50 „ .. .. . . 6-17 6-48 2-14 5-31 50 ,, 75 „ .. .. .. 11-69 11-92 2-68 11-55 75 „ 100 „ .. .. .. 7-14 10-19 1-35 8-75 100 „ 200 „ .. . . .. 13-64 26-88 1-98 25-87 200 miles and over .. .. . . . . 7-14 10-02 0-71 10-93 Totals .. .. .. .. 100-00 100-00 100-00 100-00 (c) Miscellaneous Averages. Mileage Receipts Receipts Receipts per Vehicle. per Vehicle. per Passenger. per Vehicle-mile. Miles. £ s. d. £ s. d. s. d. Under 5 miles .. ... .. .. 1,028 67 11 7 0 0 4 1 4 5 and under 10 miles .. .. .. 1,381 76 8 11 0 0 9 1 1 10 „ 15 „ .. .. .. 1,447 76 19 1 0 1 5 1 1 15 „ 20 „ .. .. .. 1,129 46 5 3 0 3 8 0 10 20 „ 30 „ .. .. .. 1,512 70 6 2 0 3 8 0 11 30 „ 40 „ .. .. .. 1,669 100 13 1 0 5 1 12 40 ,, 50 „ .. .. .. 2,218 91 2 1 0 5 6 0 10 50 „ 75 ,. .. .. .. 2,151 104 11 1 0 9 6 1 0 75 „ 100 „ .. .. .. 3,011 129 11 10 0 14 3 0 10 100 ,, 200 „ .. .. .. 4,160 200 14 9 1 8 10 10 200 miles and over .. .. .. .. 2,961 161 17 3 1 14 2 1 1 Averages .. .. .. .. 2,110 105 15 10 0 2 2 10

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TABLE 19.—MOTOR-TRANSPORT STATISTICS, JANUARY, 1930—FREIGHT SERVICES, NORTH ISLAND. Freight Services run to Time-table over Defined Routes (Classification according to Length of Route).

Length of Route (One Way only). Vehicles. Mileage. j freight. | Receipts. (a) Absolute Figures. Number. Miles. Tons. £ Under 5 miles .. .. .. .. 24 14,464 5,085 1,144 5 and under 10 miles .. .. .. 149 101,377 21,998 8,998 10 „ 15 „ .. .. .. 117 82,355 11,811 7,040 15 20 „ .. .. .. 96 80,846 7,090 6,476 20 „ 30 „ .. .. .. 166 138,099 10,813 9,381 30 „ 40 „ .. .. .. 73 98,579 5,506 5,621 40 „ 50 ,, .. .. .. 29 31,563 1,421 1,999 50 75 „ .. .. .. 44 77,025 2,497 4,561 75 „ 100 „ .. .. .. 30 80,017 1,894 4,583 100 „ 200 „ .. .. .. 29 77,208 1,742 : 4,300 200 miles and over Totals .. .. .. .. 757 781,533 69,857 j 54,103 (b) Percentages—Each Figure of Total. Per Cent. Per Cent. Per Cent. Per Cent. Under 5 miles .. .. .. .. 3-17 1-85 7-28 2-11 5 and under 10 miles .. .. .. 19-68 12-97 31-49 16-63 10 „ 15 „ .. .. .. 15-46 10-54 16-91 13-01 15 „ 20 ,, .. .. .. 12-68 10-34 10-15 11-97 20 „ 30 „ .. .. .. 21-93 17-67 15-48 17-34 30 „ 40 ,, .. .. .. 9-65 12-61 7-88 10-39 40 „ 50 „ .. .. .. 3-83 4-04 2-03 3-70 50 „ 75 „ .. .. .. 5-81 9-86 3-58 8-43 75 „ 100 „ .. .. .. 3-96 10-24 2-71 8-47 100 „ 200 „ .. .. .. 3-83 . 9-88 2-49 7-95 200 miles and over Totals .. .. .. .. 100-00 100-00 100-00 100-00 (c) Miscellaneous Averages. Mileage Receipts Receipts per Ton Receipts per Vehicle. I per Vehicle. of Freight. per Vehicle-mile. Miles. £ s. d. £ s. d. s. d. Under 5 miles .. .. .. .. 602 47 13 4 0 4 6 1 7 5 and under 10 miles .. .. .. 680 60 7 9 0 8 2 1 9 10 15 „ .. .. . . 703 60 3 5 0 11 11 1 9 15 20 ,, .. .. .. 842 67 9 2 0 18 3 1 7 20 30 „ .. .. . . 831 56 10 3 0 17 4 1 4 30 „ 40 „ .. .. .. 1,350 77 0 0 1 0 5 1 2 40 „ 50 „ .. .. .. 1,088 68 18 7 18 2 13 50 „ 75 „ .. .. .. 1,750 103 13 2 1 16 6 1 2 75 „ 100 „ .. .. .. 2,667 152 15 4 2 8 5 1 2 100 „ 200 „ .. .. .. 2,662 148 5 6 2 9 4 1 1 200 miles and over Averages .. .. .. .. | 1,032 71 9 5 0 15 6 1 5

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85

TABLE 20.—MOTOR-TRANSPORT STATISTICS, JANUARY, 1930—FREIGHT SERVICES, SOUTH ISLAND. Freight Services run to Time-table over Defined Routes (Classification according to Length of Route).

Length of Route (One Way only). ! Vehicles. j Mileage. ; Freight. ; Receipts. (a) Absolute Figures. Number. Miles. Tons. £ Under 5 miles .. •• 17 8,896 2,656 752 5 and under 10 miles .. .. .. 28 12,930 3,637 1,128 10 15 „ .. •• •• 38 23,568 3,953 1,988 15 " 20 „ .. •• 25 21,397 1,729 1,229 20 " 30 „ 36 26,227 2,130 1,789 30 40 „ .. 30 31,987 1,867 1,913 40 50 „ 19 19,037 1,243 1,036 50 75 „ .. .. •• 30 28,726 1,387 1,844 75 „ 100 „ 7 10,896 510 634 100 ,,200 7 13,482 691 873 200 miles and over .. •• •• 1 4,300 51 103 Totals .. ■■ ■■ •• 238 201,446 ! 19,854 13,289 (b) Percentages—Each Figure of Total. Per Cent. Per Cent. Per Cent. Per Cent. Under 5 miles .. •• •• •• 7-14 4-42 13-38 5*66 5 and under 10 miles .. .. •• 11*76 6*42 18*32 8*49 10 15 .. .. .. 15*97 11*70 19*91 14*96 15 " 20 „ .. ** •• 10*50 10*62 8*71 9*25 20 30 „ 15*13 13*02 10*73 13*46 30 40 . . . • • • 12*61 15*88 9*40 14*39 40 " 50 „ 7*98 9*45 6*26 7*80 50 75 . • • • • 12*61 14*26 6*98 13*88 75 " 100 " • • ■ ■ • 2*94 5*41 2*57 4*77 100 " 200 2*94 6*69 3*48 6*57 200 miles and over .. . • • • ■ • 2*13 0*26 0*77 Totals .. •• •• 100*00 100*00 100*00 100*00 (c) Miscellaneous Averages. Mileage Receipts Receipts per Ton Receipts per Vehicle. per Vehicle. of Freight. | per Vehicle-mile. ■ i_ Miles. £ s. d. £ s. d. s. d. Under 5 miles .. . • • ■ • • 523 44 4 8 058 18 5 and under 10 miles .. •• *• 461 40 59 062 19 10 15 .. .. .. 620 52 6 4 0 10 1 1 8 15 20 ' .. •• •• 855 49 3 2 0 14 3 1 2 o 0 " 30 " .. .. .. 728 49 13 11 0 16 10 1 4 30 40 .. •• 1,066 63 15 4 1 0 6 1 2 40 50 1,001 54 10 6 0 16 8 1 1 50 75 957 61 9 4 1 6 7 1 3 75 100 .. .. 1,556 90 11 5 1 4 10 12 100 " 200 1,926 124 14 3 1 5 3 1 4 200 miles and over .. .. ■ • ■ • 4,300 103 00 205 06 Averages .. .. • • • • 846 55 16 9 0 13 5 1 4

H. -40.

TABLE 21.—MOTOR-TRANSPORT SERVICES RADIATING FROM AUCKLAND CITY. Table showing for January, 1930, the Number of Vehicles engaged on Defined Routes, one Terminal Point of which was situated within the Boundaries of Auckland City.

TABLE 22.—MOTOR-TRANSPORT SERVICES RADIATING FROM WELLINGTON CITY. Table showing for January, 1930, the Number of Vehicles engaged on Defined Routes, one Terminal Point of which was situated within the Boundaries of Wellington City.

86

I Kind of Vehicle. Kind of Vehicle. Route. j Total. Route. ; ; Total. Omnihns Service Freight Omnibus 1 Service Freight j Omnibus. Car y ehic ie. omnibus. I Car | Vehicle Service : Hourly or Less. Services at Intervals greater than One Hour, but not greater than Auckland to Number. Number. Number. Number. Twenty-four Hours continued. Penrose . . . . . . 1 . . 1 Auckland to —continued. Number. Number. Number. Number. Papatoetoe .. .. j Papakura .. . . .. .. 4 4 Otahuhu . . .. 4 I . . .. 4 Papatoetoe .. .. .. .. 4 4 Panmure .. .. 4 j .. 4 Tuakau .. .. .. .. 2 1 3 Ellerslie .. .. .. 2 .. .. 2 Silverdale .. . . .. .. 1 1 Te Papara .. .. 5 .. .. 5 Orewa . . . . .. .. 1 .. I St. Heliers Bay .. .. 12 j .. . . 12 Waiuku . . . . .. .. 2 .. 2 Warkworth . . . . .. 1 . . 1 Totals .. .. 38 .. .38 Waihi .. .. .. .. 6 .. 6 Thames .. .. .. .. 2- .. 2 Hastings . . . . .. 1 .. 1 Services at Intervals greater than One Hour, but not greater than New Plymouth . . .. .. 1 .. 1 Twenty-Jour Hours. Auckland to— I j Totals • • • • 13 33 j 82 128 Helensville . . .... 2 j 3 ' 1 ' Devonport .. .. .. .. ! 3 3 _ _ Howick 3 . . .. 3 0ther Slices. Glenfield . . . . . . . . 1 1 Auckland to — Hamilton . . . . 2 9 8 19 Oneroa . . . . .. .. j . . j 1 1 Cambridge . . . . . . . . 2 2 Brown's Bay . . . . . . I 1 1 Te Awamutu . . . . .. . . 1 1 Te Aroha .. .. j .. j 2. .. 2 Birkenhead . . .. - .. . . 4 4 Hobsonville .. .. i ] j j .. 1 Oratia .. .. .. .. .. 1 I Henderson . . ...... 4 4 Takapuna .. .. .. .. 4 4 Swanson .. ....!.. 1 1 Castor Bay .. .. .. .. 1 1 Massey .. . . .. | .. . . 1 1 Ellerslie .. . . .... . . 3 3 Papakura .. .. j .. 1 1 Rotorua . . . . . . .. 4 .. 4 Papatoetoe .. .. I .. . . 1 1 Puhoi . . . . .. .. 2 . . 2 Patumahoe .. . . .... 2 2 Pukekohe . . • . 3 . . 1 4 Mauku .. .. .. j .. . . 1 1 Bucklands Beach .. . . 1 .. 1 2 Silverdale .. .... .. 1 1 Panmure .. .. 1 .. .. 1 Takapuna .. .. I 2 2 Titirangi . . .. 2 . . . . 2 i Maraetai .. ...... 1 1 Albany .. . . . . . . . . 1 1 Whitford .. . . . . . . 1 1 Otahuhu .. .. .. . . 13 13 Beachlands .. .. .. .. 1 1 Onehunga . . . . .. .. 15 15 Rotorua .. . . .. .. 4 .. 4 Remuera . . . . . . .. 2 2 Putaruru . . .. j . . . . 2 2 Penrose .. . . . . . . . • 1 1 Hamilton .. . . .. 1 .. 1 Clevedon . . .. .. .. 2 2 Cambridge .. .. .. .. 2 2 Parakai .. . . 1 .. .. 1 Ngatea .. .. . . .. .. 1 1 Wharepapa . . .. .. .. 1 1 VVaitoa . . .. .. . . . . 2 2 Swanson . . . . .. .. 1 1 j Henderson .. . . .. .. 1 1 Totals . . . . 1 7 26 34 Te Atatu .. .... .. 1 1 Manuera .. .... . . 1 1 Grand totals .. 52 I 40 108 ' 200

Kind of Vehicle. Kind of Vehicle. Route. ; * Total. lloute. : —i 1 Total. Omnibus 1 Serv)ce Freight Omnihm Service i Freight umniDus.j Car y ehic ie. Omnibus. Car vehicle. Service : Hourly or Less. Services at Intervals greater than One Hour, but not greater than Wellington, to j Number. Number.I Number.; Number. Twenty-jour Hours- —continued. Petone and Lower Hutt .. ' 37 • • I ! 37 Wellington to —continued. Number. Number. Number. Number. Johnsonville . . . . 4 . . . . 4 Tawa Flat . . .... .. 1 1 Eastbourne . . . . 10 | .. 10 Pahautanui . . . . . . .. 1 .1 Khandallah . . .. 6 I .. 6 Martinborough .. .. .. 4 . . 6 ; ( Napier .. .. .. .. 6 .. 6 Totals .. . . 57 I .. ! 57 1 1 Totals .. . . 7 33 62 102 Service at Intervals greater than One Hour but not greater than Other Services ' Twenty-four Hours. Wellington toWellington to — Palmerston North.. ,. . . . . 4 j 4 Petone .. . . . . . . . . 8 8 Pahiatua .. . . .. . . 1 ! ] Titahi Bay .. .. 4 .. .. 4 Dannevirke . . .. .. . . 1 ] Lower Hutt .. .. .. .. 14 14 Wanganui .. .. .. . . 3 3 Johnsonville .. .... . . 9 9 Featherston . . .. . . . . 2. \ 2 Eastbourne .. .... .. 2 2 Otaki . . .. . . . . . . 2 j 2 Upper Hutt . . . 3 .. 6 9 Martinborough .. . . . . . . 1 1 Palmerston North. . .. .. 3 8 11 Mauriceville .. .. .. .. 1 1 Wanganui . . . . .. 10 3 13 Feilding . . . . .. .. 2 2 Totals .. .. .. . . 15 15 Levin .. .. .. .. .. 2 2 Masterton .. .. .. 10 6 16 Grand totals . . 64 33 77 i 174

if. 40.

TABLE 23.—MOTOR-TRANSPORT SERVICES RADIATING FROM CHRISTCHURCH CITY. Table showing for January, 1930, the Number of Vehicles engaged on Defined Routes, one Terminal Point of which was situated within the Boundaries of Christchurch City.

TABLE 24.—MOTOR-TRANSPORT SERVICES RADIATING FROM DUNEDIN CITY. Table showing for January, 1930, the Number of Vehicles engaged on Defined Routes, one Terminal Point of which was situated within the Boundaries of Dunedin City.

87

Kind of Vehicle. Kind of Vehicle. Route. Total. Route, ; 1 Total. I Omnibus Service Freight Omnihm Service Freight jUmniDua. Car vehicle. umniDus.| Car | Velliclp< | Services : Hourly or Less. Other Services. Number. Number. Number. Number. Christchurch to — Number. Number.) Number. Number. Christchurch to North Beach .. 4 .. .. 4 Rangiora . . . . .. .. 2 2 Akaroa .. .. .. .. i 2 2 Waikuku . . | 1 1 Services qreater than One Hour but not greater than Twenty-four ' ' ' ' ' ' *' ' ' \ Hoars. 2 2 Lyttelton . . . . .. • • I 1 1 Christchurch to— i Leeston .. .. .. .. .. I 1 Timaru .. .. ..12 3 .. 5 Kaikoura . . . . 1 . . 1 2 Sumner .. .. .. .. .. 3 3 Amberley . . I I Redohffs .. .... .. 3 3 Sefton ".. . . . . .. . . 1 1 1 Rangiora .. .. .. .. 4 4 Culverden . . . . .. . . 1 1 Methven .. .. j 2 .. .. 2 Methven . . 1 1 Teddington .. .. .. .. 2 2 Springston .. . . 1 . . . . 1 Southbridge .. .. 2 .. 1 3 Kowai Bush . . . . 1 . . . . 1 Kaiapoi .. .. .. j 3 .. 1 4 Goalgate . . .. 1 .. . . 1 Kaikoura .. .. .. 5 .. 5 Cheviot .. . . . . .. .. 1 1 Hanmer .. . . .. 3 1 .. 4 Timaru .. .. . . .. .. 1 1 Lake Coleridge .. .. .. 1 .. 1 Ashburton .. .. I 1 1 6 8 Totals .. .. 4 i 17 21 Sockburn .. .... . . 4 4 Akaroa •• •• 1 6 4 11 Grand totals .. 28 22 ! 49 99 Oxford .. .. .. 2 .. .. 2 Belfast .. .. .. 1 .. .. 1 White Cliffs .. .. 1 .. .. 1 Nelson .. .. .. .. 5 .. 5 Islington.. .. .. .. .. 3 3 Templeton .. .. .. .. 1 1 Amberley .. .. 2 .. .. 2 Totals .. 20 22 32 74 j

I " I I Kind of Vehicle. Kind of Vehicle. lloute. Total. Iloute. i — Total. Omnibus Service Freight Omnibus Servicc Frei 8 ht Omnibus. Car y ellicle . Omnibus. Car Vehicle. Services : Hourly or Less. Services greater than One Hour but not greater than Twenty-four Number. Number. Number. Number. Hours continued. Dunedin to Macandrew's . . 9 .. . . 9 Dunedin to —continued. Number. Number. Number. Number. Timaru .. .. .. .. 2 2 Oamaru . . .. .. 1 . . 1 Services qr eater than One Hour but not greater than Twenty-four m , . T~ 7~ ~ IT Hours. ' rotals •• I Dunedin to— Pembroke .. . . .. 4 .. 4 Berwick .. .. .. 1 .. .. 1 Brighton.. .. .. 1 3 .. 4 Other Service? Taieri Mouth .. .. 1 .. .. I utfler bermces - Lawrence . . .. . . 1 . ■ 1 Dunedin to — Tapanui .. .. .. .. 1 ■. 1 Kaitangata .. . . .. ' ' Milton .. .. .. 2 .. .. 2 Balclutha .. .. .. • • 2 Waitati . . .. ■. .. .. 1 1 Taieri Mouth . . .. . • . . 1 1 Portobello . . .. 8 .. 2 5 Kaik .. . . . . 1 • ■ ■ - I Tomahawk .. .. 1 .. .. 1 Timaru .. . . .. ■ • 3 . . 3 Sandymount .. .. 1 .. .. 1 Mosgiel . . . ■ . 1 . ■ 2 3 Middlemarch .. .. .. 1 .. 1 Roxburgh .. . . .. .. 1 1 Palmerston .. .. 1 . . .. 1 1 Mosgiel .. . . 3 3 Totals .. .. 2 3 | 9 14 Wingatui . . . . . . . . 1 1 ! . Roxburgh . . 2 .. . . 2 Grand totals . . 24 16 j 16 56

a—4o,

88

TABLE 25.—TRENDS IN RAIL TRANSPORT. Table showing Trends in Railways Passenger and Freight Business, 1918-19 to 1928-29.

Freight. Passengers. Mean T p.,,. „f Index of B'igures per Population TJ Index of Per Head of Head of Population. r ° ar " 'Maoris) 8 °n He "d Hoad'of Excluding Including (1918-19 = 1000.) March Year. | Railways. of Popula- j Season-ticket | ng j j luding E luding x luding +inn i | in o _ i,, 1 Season- j Season- Season- faeaaoni nun | 1 | ticket ticket ticket ticket | | Holders. ! Holders. Holders. Holders. Tons. Tons. 1918-19.. 1,166,482 5,611,738 4-81 1,000 11,374,521 22,030,327 9-75 18-89 1,000 1,000 1919-20.. 1,207,660 6,000,279 4-97 1,033 12,760,814 24.582,186 10-57 20-36 1,084 1,078 1920-21.. 1,252,206 6,487,279 5-18 1,077 15,315,640 28,821,783 12-23 23-02 1,254 1,219 1921-22.. 1,285.711 6,321,351 4-92 1,023 14,262,440 28,121,763 11-09 ! 21-87 1,137 1,158 1922-23.. 1,311,381 6,618,588 5-05 1,050 14,256,610 28,221,362 10-87 21-52 1,115 1,139 1923-24., 1,334,029 6,925,517 5-19 1,079 13,836,311 28,436,475 10-37 21-32 1,064 1,129 1924-25.. 1,359,995 7,033,459 5-17 1,075 12,424,012 26,106,859 9-14 19-20 937 1,016 1925-26.. 1,392,073 7,256,142 5-21 1,083 11,813,480 27,653,414 8-49 ! 19-86 871 1,051 1926-27.. 1, 9,762 7,308,449 5-14 1,069 10,305,065 26,002,137 7-25 18-30 744 969 1027-28.. 1,443,323 7,366,762 5-10 1,060 9,299,157 25,379,665 6-44 17-58 661 931 1928-29 1 459 983 7.622,631 5-22 1,085 9.074,993 25,574,843 6-22 17-52 638 927 ' j \ T .B. —The index of the volume of production used in the graph on page 34 is taken from page 975 of the Official Year-book, 1930.

H.-40.

89

TABLE 26.—LAND-TRANSPORT SERVICES IN NEW ZEALAND. Development of Land Transport in New Zealand.

1914. 1927. 1929. Capital Cost. £ £ £ Railways (from Railways Statement) .. .. .. 34,980,576 Railways (from Railway Statement) .. .. 49,740,793 Railways (from Railways Statement) .. .. .. 57,607,337 Tramways, electric and cable (from Year-book) .. .. 2,047,424 Tramways, electric and cable (from Year-book) .. 5,177,026 Tramways, electric and cable (from Year-book) .. 5,250,379 Roads (Public Works Engineer's figures) .. .. 28,000,000 Roads (Public Works Engineer's figures) .. .. 49,000,000 Roads (estimated) .. .. .. .. .. 59,500,000 Motor-vehicles (estimated), 21,500 (including motor-cycles) Motor-vehicles (figures as at 31st July) — Motor-vehicles (figures as at 31st August) — at £200 each .. .. .. .. .. 4,300,000 106,091 cars at £200 .. .. .. .. 21,218,200 135,487 cars at £200 .. .. .. .. 27,097,400 Garage accommodation, motor-repair shops, spare parts, 20,559 freight at £400 .. .. .. .. 8,233,600 26,344 freight at £400 .. .. .. .. 10,537,600 and bowsers, at £39 per vehicle .. .. .. 838,500 1,094 omnibuses at £750 .. .. .. 820,500 1,196 omnibuses at £750 .. .. .. .. 897,000 Draught horses (estimated), 86,500 at £30, half of total .. 2,595,000 32,718 cycles at £50 .. .. .. .. 1,635,900 35,790 motor-cycles at £50 .. .. .. 1,789,500 Other horses —excluding thoroughbreds and trotting (esti- 328 tractors at £450 .. .. .. .. 147,600 424 tractors at £450 .. .. .. .. 190,800 mated), 100,000 at £10, half of total .. .. .. 1,000,000 1,181 trailers at £30 .. .. .. .. 35,430 1,500 trailers at £30 .. .. .. .. 45,000 Horse-vehicles (estimated). 75,000 at £20 .. .. 1,500,000 Steam-vehicles (figures as at 31st July): 471 traction- Steam-vehicles (as at 31st August) —370 traction-engines at engines at £600 .. .. .. .. 282,600 £600 .. .. .. .. .. .. 222,000 Garage accommodation, motor-repair shops, spare parts, Garage accommodation, motor-repair shops, spare parts, and bowsers, at £39 per vehicle .. . . .. 6,335, 238 and bowsers at £39 per vehicle .. .. .. 7,850, 000 Draught horses (estimated), 11,450* at £30 .. .. 343,500 Draught horses (estimated) 9,250* at £30 .. .. 277,500 Other horses —excluding thoroughbreds and trotting Other horses —excluding thoroughbreds and trotting (estimated), 13,236* at £10 .. .. 132,360 (estimated) 10,692* at £10 .. .. .. 106,920 Horse-vehicles (estimated), 10,000* at £10 .. .. 100,000 Horse-vehicles (estimated) 8,078* at £10 .. .. 80,780 £75,261,500 £143,202,747 £171,452,216 Annual Cost. £ £ £ Railways: Revenue expenditure (from Railways Statement) 2,880,323 Railways: Revenue expenditure (from Railways State- Railways: Revenue expenditure (from Railways Statement) 6,849,383 Tramways, electric and cable (from Year-book) .. .. 705,800 ment) .. .. .. ■■ •• .. 6,490,880 Tramways, electric and cable (from Year-book) .. 1,577,361 Roads (Public Works Engineer's figures) .. .. 2,490,047 Tramways, electric and cable (from Year-book) .. 1,710,700 Roads (estimated) .. .. .. .. .. 3,979,705 Interest on capital, railways (estimated) .. .. 1,437,059 Roads (estimated) .. .. .. .. 4,005,896 Interest on capital,railways (from Railways Statement) .. 2,331,335 Operation of motor-vehicles, including depreciation, interest, Interest on capital, railways (from Railways Statement).. 2,043,433 Operation of motor-vehicles (as at 31st August, less dorpetrol, licenses, garage, and driving (estimated), one- Operation of motor-vehicles (31st July, less dormant mant registration) — eighth of 1927 figure .. .. •• 3,110,284 registration) — 119,062 cars, each 5.000 miles at 6d. per mile .. 14,882,750 Depreciation : Horses and vehicles, 10 per cent, of £5,095,000 509,500 97,026 ears, each 5,000 miles at 6d. per mile .. 12,128,250 20,792 freight, each 10,000 miles at Is. per mile .. 10,396,000 Interest : Horses and vehicles, 5 per cent, of £5,095,000 .. 254,750 20,559 freight, each 10,000 miles at Is. per mile .. 10,279,500 11,196 omnibuses, each 25,000 miles at Is. 4d. per mile 1,993,333 Fodder, stabling, and shoeing — 1,094 omnibuses, each 25,000 miles at Is. 3d. per mile 1,709,375 21,190 motor-cycles, 3,000 miles at 2d. per mile .. 529,750 93,250 horses at £30 .. .. •• 2,797,500 24,214 motor-cycles, each 3,000 miles at 2d. per mile.. 605,350 794 traction-engines, &c., each 2,000 miles at 2s. per 93,250 horses at £15 .. .. •• 1,398,750 799 traction-engines, &c., 2,000 miles at 2s. per mile 159,800 mile .. .. .. .. •• •• 158,800 Wages of horse-drivers (1916 census) — Depreciation, horses and vehicles, 10 per cent, of £575,860 57,586 Depreciation, horses and vehicles, 10 per cent, of £465,200 46,520 Carriers, &c., 5,058 ; carters, &c., 3,865 ; coachmen, 155 ; Interest, horses and vehicles, 5 per cent, of £575,860 .. 28,793 Interest, horses and vehicles, 5 per cent, of £465,200 .. 23,260 cab-drivers, 1,319 ; drivers, &c., 1,028 ; livery-stables, Fodder, stabling, and shoeing — Fodder, stabling, and shoeing — 647: total, 12,072, at £180 .- -• 2,172,960 12,343 horses at £50 •* •• •• 617,150 9.971 horses at £50 .. .. .. .. 498,550 12,343 horses at £25 .. •• •• •• 308,575 9,971 horses at £25 .. .. .. .. 249,275 Wages of horse-drivers (estimated),* 1,598 at £240 .. 383,520 Wages of horse-drivers (estimated),* 1,291 at £240 .. 309,840 £17,756,973 £40,528,808 £43,825,862 Value of national production (estimated) •• •• 60,000,000 Value of production (estimated) .. .. .. 114,000,000 Value of production (estimated), 1927-28 .. ,. 121,000,000 Percentage-cost of land transport to value of production .. 29-59 Percentage-cost of land transport to value of production 35-55 Percentage-cost of land transport to value of production.. 36-22 * Reductions in same ratio as increase of motor-vehicles.

H.—4o. W I r/K 000

TABLE 27.—MOTOR IMPORT TRADE AND CUSTOMS DUTIES. Table showing the Rates of Duty payable on the Imports into New Zealand of, and the Amounts of Duty collected under (a) the British Preferential Tariff, and (b) the General Tariff on Motor-vehicles for Road Traffic and Tires for, and Parts of such Vehicles, during each Calendar Year from 1919 to 1929, inclusive.

90

1919. | 1920. I 1921. I 1922. 1923. 1924. ! 1925. i 1926. 1927. 1928. 1929. Passenger Vehicles (other than Buses). Rates of duty payable — British preferential .. .. Percent. 10 10 * 10 10 10 10 i 10 10 10 (plus body duty)t (plus body duty)f (plus body duty)t (plus body duty)t j (plus body duty)§ (plus body duty)S (plus body dutylS General Percent. 20 20 * 25 25 25 25 J 35 35 35 (plus body duty)f (plus body duty)f (plus body duty)t (plus body duty)t (plus body duty)§ (plus body duty)§ (plus body duty)§ Imports|j — Subject to British preferential rates.. Number 2,003 3,207 1,192 1,840 7,334 10,249 8,238 5,621 3,740 6,563 13 934 Value £ 257,901 600,106 309,624 360,160 1,106,856 1,818,365 1,732,771 976,262 546,725 936,018 1,914^365 Subject to general rates .. .. Number 3,088 6,983 1,544 1,187 4,084 3,951 7,065 10,169 6,196 9 251 8 411 Value £ 693,854 1,758,174 418,360 242,651 814,854 835,255 1,278,613 1,634,130 958,024 1,295,739 1,358^288 Total duty paid — British preferential .. .. £ 25,704 59,745 30,890 53,046 180,980 280,623 250,871 159,075 104,359 179,406 36' 183 General .. .. .. £ 140,634 349,476 87,807 80,647 260,624 267,474 434,470 575,963 508,192 610,702 685' 434 Average rate of duty paid — British preferential .. .. Percent. 10 10 10 14-9 16-3 15-4 * 14-5 16-3 19-1 19-2 18-9 General .. .. Percent. 20 20 21 33-2 35-7 32 33-2 35-2 53 47-2 50-5 Chassis far Passenger Vehicles (other than Buses). Rates of duty payable — British preferential .. .. Per cent, j 10 10 * 10 10 10 10 { 10 10 10 General .. .. •• Percent.; 20 20 * 25 25 25 I 25 t 35 35 35 Imports|| — Subject to British preferential rates.. Number 86 200 31 210 507 1,008 2,764 3,798 638 502 797 Value £ 9,360 31,578 9,073 30,800 59,550 119,898 243,469 330,313 97,135 67,525 91,506 Subject to general rates .. .. Number 92 121 138 217 389 351 550 734 210 106 'l40 Value £ 14,950 34,375 39,046 42,522 79,210 73,425 100,795 1 120,233 41,954 21,237 27,935 Total duty paid — British preferential .. .. £ 936 3,148 743 3,083 6,749 11,976 24,099 j 33,415 9,686 7,203 9 484 General .. .. .. £ 2,914 | 6,362 6,633 10,527 20,153 18,392 ! 25,377 ! 30,067 14,139 9,382 Lorries, trucks, vans, and buses — Rates of duty payable — British preferential .. .. Percent.; 10 j 10 * 10 10 10 10 t 10 10 10 General .. .. ■■ Percent. 20 20 * 25 25 25 25 + 35 35 35 Imports|j — Subject to British preferential rates.. Number 576 1,020 560 329 1,118 2,122 2,075 1,257 1,066 794 2 704 Value £ 75,862 I 290,395 246,153 101,459 197,320 384,569 393,010 276,489 165,979 152,313 370! 359 Subject to general rates .. .. Number 244 : 387 355 165 442 797 1,320 1,392 1,129 1,512 3,003 Value £ 76,075 | 164,208 165,943 68,081 144,756 271,708 337,242 311,564 195,941 266,528 463,468 Total duty paid — British preferential .. .. £ 7,575 28,773 21,886 9,616 20,071 37,792 37,651 26,821 16,370 14,921 36 357 General •• •• £ 14,960 32,116 30,662 16,642 36,309 67,726 81,966 88,053 76,506 104,722 156J93 Motor-cycles. Rates of duty payable — British preferential .. •• Percent. 10 10 * 10 10 10 10 + 10 10 10 General .. .. •• Percent. 20 20 ! * 25 J 25 25 25 J 35 35 35 Imports'! — ! Subject to British preferential rates.. Number 310 682 : 238 148 736 1,364 3,196 3,130 2,848 2 994 3 277 Value £ 20,427 59,947 j 23,111 11,393 42,571 72,627 142,167 127,550 129,910 145,504 161^026 Subject to general rates .. .. Number 1,282 1,928 | 579 646 1,667 913 j 1;6 23 1,521 695 560 546 Value £ 70,605 112,608 40,415 41,471 97,528 57,402 | 85,240 76,318 j 35,390 27,737 28,333 Total duty paid — British preferential .. .. £ 2,010 5,649 j 2,488 1,161 4,270 7,258 ! 14,192 12,633 j 13,154 14 670 16 083 General .. .. .. £ 14,428 22,156 I 8,098 10,197 23,734 15,176 ' 20,386 1 23,674 ' 12,767 loio85 9!898

91

H.- 40

Tires, Covers, and Tubes for Motor-vehicles and Motor f Rates of duty payable — j i British preferential .. .. Percent. Free Free * 10 10 10 10 % 10 10 10 General .. .. .. Per cent. Free Free * 25 25 25 25 j 35 35 35 Imports! i— Subject to British preferential rates.. Value £ 326,205 760,918 325,770 145,629 307,442 301,697 656,209 645,717 789,894 796,583 1,071,961 Subject to general rates .. .. Value £ 556,387 1,104,895 ,429,002 338,920 442,683 303,910 487,046 279,551 263,541 194,439 89,932 Total duty paid** — British preferential .. .. £ .. .. .. 13,647 29,975 ! 29,821 65,666 64,881 78,388 76,033 107,188 General .. .. .. £ .. .. ! .. 87,726 104,961 77,317 121,308 75,633 91,995 65,617 29,533 Undercarriage-springs and Materials for and Parts of Motor-vehicles (as approved by the Minister of Customs) for the Manufacture or Repair in New Zealand of Motor-vehicles. Rates of duty payable — British preferential .. . . Per cent. I f! Free Free Free Free Free Free General .. .. .. Per cent. I | 10 10 10 10, 20 10, 20 10, 20 Imports|| — 'I | 1 Subject to British preferential rates.. Value £ Not | separately recorde d. 13,089 12,838 9,240 8,351 5,313 6,804 Subject to general rates .. .. Value £ | 7,815 10,993 12,817 8,678 6,030 7,927 Total duty paid — British preferential .... £ | | General .. .. .. £ J ! (J 783 1,100 1,287 1,096 1,048 1,163 Parts of Motor-vehicles n.e.i. Rates of duty payable — j ! j British preferential .. .. Percent. 10 10 * 10 10 10 10 % 10 10 10 General .. .. .. Percent. 20 ! 20 * 25 25 | 25 25 % j 35 35 35 Imports|! — Subject to British preferential rates.. Value £ 32,370 ! 105,807 86,334 34,478 60,348 105,613 151,387 133,766 109,509 119,404 114,567 Subject to general rates .. .. Value £ 102,814 164,072 107,357 70,606 109,654 159,986 178,629 217,052 156,464 120,419 153,584 Total duty paid — British preferential .. .. £ 3,200 10,427 8,546 2,923 6,056 10,458 15,226 13,838 11,021 10,756 11,313 General .. .. .. £ 20,710 j 33,038 21,802 18,502 27,862 40,020 44,456 57,727 54,182 j 41,393 52,879 Grand totals — Values — Subject to British preferential rates £ 722,125 1,848,751 1,000,065 683,919 1,774,087 2,815,858 3,331,851 |2,499, 337 1,847,503 2,222,660 3,730,588 Subject to general tariff rates .. £ 1,514,685 3,338,332 1,200,123 804,251 1,688,685 1,709,501 2,478,558 2,651,665 1,659,992 1,932,129 2,129,467 Total .. .. Value £ 2,236,810 5,187,083 2,200,188 1,488,170 i 3,462,772 4,525,359 5,810,409 5,151,002 3,507,495 4,154,789 5,860,055 Duty — British preferential .. .. £ 39,425:107,742 64,553 83,476 248,101 377,928 407,705 j 310,663 232,978 302,989 542,608 General .. .. .. £ 193,646 443,148 155,002 224,241 473,643 486,888 729,063 ; 852,404 758,877 842,949 943,998 Total .. .. .. £ 233,071 ' 550,890 219,555 i 307,717 721,744 864,816 1,136,768 il, 163, 067 i 991,855 ' 1,145,938 1,486.606_ Note. —The above figures do not include primage duty. * From 1st January to 3rd November inclusive, same rates as in 1920 ; from 4th November to 81st December inclusive, same rates as in 1922. t Additional duty on bodies: British preferential —Single-seated bodies n.e.i., £5 each ; double-seated bodies n.e.i., £10 each ; bodies with fixed or movable canopy tops, £15 each. General— Single-seated bodies n.e.i., £7 10s. each; double-seated bodies n.e.i., £15 each; bodies with fixed or movable canopy tops, £22 10s. each. t From 1st January to 31st August inclusive, same rates as in 1925 ; from 1st September to 31st December inclusive, same rates as in 1927. § Additional duty on bodies: British preferential, 10 per cent, on the value of the vehicle, including the body; general, 15 per cent, on the value of the vehicle including the body : Provided that where the value for duty of the vehicle exceeds £200, the additional body duty is—British preferential, 10 per cent.; general, 15 per cent., on £200 of such value ; and on the remainder of such value, British preferential, 5 per cent.; general, 7i per cent. !! Not including imports free of duty for New Zealand Government. i Tires: The figures shown do not include tires attached to or imported with motor-vehicles. The imports of and the dutv paid on tires imported with or attached to vehicles are included under the figures shown for the complete vehicles. Separate details of the imports of such tires are not available, but the estimated amounts of duty collected on these tires since 1st April,'1924, are as follows : Years ended 31st March —1925, £32,500 ; 1926, £39,200 ] 1927, £48,100 ; 1928, £50,968 ; 1929, £51,899 ; 1930, £41,392. These amounts have been paid to the Main Highways Account or Motor-vehicles Duties and Licenses Account. Being the duty collected as tire-tax to be paid to Main Highways Account or Motor-vehicles Duties and Licenses Account. Tire-tax was first collected for payment to the Main Highways Account on the 1st January, 1922.

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92

TABLE 28.—MOTOR-TAXATION—INTERNATIONAL COMPARISONS. Contrast of Total Motor-taxation on various Classes of Motor-vehicles in Britain, New Zealand, United States of America, and each State of Australia, comprising Tire Duty, Petrol Duty, License Fees, and Heavy-traffic Fees.

Australia. United States of America. New Zealand. Britain. v— , , 1 ' 11 j West Australia. Victoria. South Australia, j Queensland. Florida. Montana. North Carolina. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. £ s. d. Car— 18 h.p., 1 ton gross .. .. .. 9 15 0 23 13 4 13 16 11 14 6 11 14 0 11 14 16 11 13 8 3 5 9 2 4 13 9 3 2 6 Trucks — Gross weight, 2 tons — Pneumatic tires .. .. .. .. 21 3 6 38 12 4 27 3 10 29 13 10 28 13 10 38 18 10 32 15 10 12 14 3 9 0 7 10 1 5 Solid tires .. .. .. .. 22 3 6 38 12 4 28 13 10 31 1 10 31 13 10 47 8 4 40 18 10 17 1 9 9 11 0 11 2 3 Gross weight, 4 tons — Pneumatic tires .. .. .. .. 41 16 0 44 5 2 40 3 9 43 3 9 44 3 9 57 8 9 48 7 9 24 8 3 13 7 3 15 19 3 Solid tires .. .. .. .. 45 4 0 44 5 2 43 3 9 45 15 9 49 15 9 70 18 3 63 5 9 29 1 7 14 10 8 18 11 5 Gross weight, 6 tons — Pneumatic tires .. .. .. .. 60 9 0 54 18 4 51 2 8 57 12 8 56 2 8 75 7 8 62 10 2 33 10 0 18 4 7 26 0 10 Solid tires .. .. .. .. 66 5 0 62 18 4 55 12 8 62 0 8 64 0 2 94 10 2 84 4 8 40 10 0 20 3 7 31 5 0 Gross weight, 8 tons — Pneumatic tires .. .. .. .. 85 15 0 67 4 8 65 5 1 83 2 7 76 15 1 97 15 1 80 2 1 41 17 6 25 10 5 54 13 9 Solid tires .. .. .. .. 92 5 0 68 16 8 71 5 1 90 18 1 92 11 4 123 0 1 108 2 7 50 12 6 28 12 11 63 15 0 Gross weight, 10 tons — Pneumatic tires .. .. .. .. 117 15 2 82 19 8 82 9 2 116 5 0 96 0 0 120 15 0 100 2 0 52 6 D 59 0 7 59 0 7 Solid tires .. .. .. .. 130 0 2 93 15 8 90 0 0 128 18 0 115 5 0 151 2 6 135 0 0 62 16 9 69 8 11 73 1 10 Omnibuses — 4 tons unladen, 30 h.p., 25 seats, pneumatic tires.. 161 15 0 118 0 0 144 10 0 175 0 0 197 17 6 160 5 0 139 7 4 143 12 0 75 0 0 42 18 4 6 tons unladen, 45 h.p., 35 seats, pneumatic tires 161 15 0 137 4 0 159 10 0 211 12 6 231 12 6 187 15 0 155 5 0 174 17 6 75 0 0 53 6 8

H.—4o.

TABLE 29.—CLASSIFICATION OF ROADS. Table showing Roads classified in each County.

93

Total Classified Roads. Total County. Formed — . Classified Roads. pirst _ j g econd _ | Third _ Fourth. I Fifth. Roads. North Island. Mangonui .. .. I 307 .. [ .. I .. 1 48 259 307 Wliangaroa .. .. 122| j 37 54 .. 91 Bay of Islands .. .. 536" .. 1 .. ! 240 .. 240 Hokianga .. .. 175 .. .. .. 75 .. 75 Whangarei . . . . 800 .. . . 305 , .. .. 305 Hobson .. .. 401 .. .. • • • • 225 225 Otamatea .. .. 326 .. .. .. • • 206 206 Rodney .. .. 525 •• j •• ■■ 1 ■• 525 . 525 Waitemata .. . . 678 15 17 27 196 380 635 Great Barrier .. . . 30| ... Manukau .. .. : 280f 6 28 66 1 102 68 i 270 Franklin .. .. 544 .. .. 135 119 288 542 Raglan .. .. 496 .. .. . ■ 392 .. 392 Waikato .. .. 595 .. i ... 32 173 10 215* Waipa .. .. .. 530f I .. 9 230 .. 239 Otorohanga .. . . 341 .. .. •• 126 .. 126* Kawhia .. .. 129 .. .. .. Waitomo .. .. 1,050| .. .. .. 549 .. 549 Taumarumii .. .. j 308 .. .. .. 24 177 , 201 Matamata .. .. .. .. 95 235 20 350* Piako .. .. ..445 .. .. 6 379 .. 385 Oliinemuri .. . . 140f .. | 36 97 .. 133 Hauraki Plains . . . . 205 .. . . . . 205 . . 205 Thames .. .. 103 Coromandel . . . . 130J .. . ■ ■ ■ • • Tauranga . . 616 .. .. 109 .. 109 Rotorua .. 357 .. .. • • 142 25 167 Taupo 245 .. .. .. 103 .. , 103* Whakatane . . 365 . . 22 35 44 . . 101 Opotiki .. . . 2-90J .. .. 21 61 82 Matakara . . .. 68 .. . . 23 I 23 Waiapu . . . . 237f .. .. 192 .. j . . 192* Uawa .. . . .. 106 .. .. 51 | 51 Waikohu .. 337 .. .. 337 .. . 337 Cook .. .. .. 444f .. .. 64 .. 64 Wairoa.. . . .. 445 . . 50 27 .. 77 Hawke's Bay .. .. 993 .. 20 22 10 .. 52 Waipawa . . .. 475 60 160 185 .. . . 405* Waipukuran . .. 80 27 43 .. . . . . 70 Patangata . . .. 295 41 254 .. .. • 4 t Dannevirke . . .. 392 .. 58 179 . . ■ 237 Woodville .. 182 18 114 30 20 .. 182 Weber .. .. .. I 56 .. [ .. 25 .. .. 25 Ohura .. .. .. 206 .. .. j .. .. Whangamomona .. 178 .. .. .. .. » .. Clifton.. .. .. 315J .. ! .. 44 71 ... 115 Taranaki .. .. 276 37 .. 170 45 I .. j 252 Inglewood .. .. 223J Egmont .. . . 180 .. : .. .. Stratford .. .. 303 10 24 155 73 ! .. | 262 Eltham .. .. 192J 29 70 79 .. .. 178 Waimate West .. .. 85 46 ! 42 .. ■ 88 Hawera .. .. 211 Patea .. .. .. 303 .. Kaitieke .. .. 248| .. ■ ■ i • ■ 232 Waimarino .. . , 294£ .. ! 52 36 . ■ 88 Waitotara . . . . 225 . . Wanganui . . • ■ 239| . . 40 ! 25 65 . . 130* Rangitikei .. . . 1,022| .. 41 57 .. . 98 Kiwitea . . . . 275 Pohangina .. .. 189 38 .. 143 8 .. 189 Oroua .. .. .. 253 Manawatu .. .. 267-}- .. 15 j 79 10 . . 104 Kairanga .. . . 214J .. Horowhenua .. .. 350} Pahiatua .. .. 327 20 20 i 35 25 10 HQ* * Estimated.

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94

TABLE 29.-CLASSIFICATION OF ROADS—continued. Table showing Roads classified in each County—continued.

Approximate Co ft of Paper.—Preparation, not given; printing (800 copies, including graphs and maps), £255.

Authority : W. A. G, Skinner, Government Printer, Wellington.—l93o.

Price, 4s.]

Total Classified Roads. Total County. Formed 1 j ; j Classified Roads. First Second, j Third. Fourth. Fifth. Roads. North Island —continued. Akitio .. .. " • • I 185J Eketahuna .. .. 252} .. •. j • • Mauric-eville .. .. 65 Masterton .. .. 324 Castlepoint . . . . 85 Wairarapa South .. j 247 Featherston .. . . I 296} Hutt .. .. 252 .. 47 .. 46 .. 93 Makara . ■ • • i 90} , Totals.. .. 23,851 347 1,023 2,820 j 4,192 2,345 10,727 South Island. Sounds .. .. 9 | .. . • . • j Marlborough .. .. 539 j .. .. '" • • I Awatere .. .. 254 .. .. • • ! Kaikoura .. .. 151 .. .. 29 .... 29 Amuri .. .. .. 299 .. . ■ • • I Cheviot .. .. 169 .. .. •. .. I .. Waimea .. .. 796 32 23 72 53 .. 180 Takaka .. .. 128 .. j • • Collingwood .. .. 86 .. 24 35 12 3 74 Buller .. .. .. 441 .. . • 177 53 | 26 256 Murchison .. .. 230 .. j 68 I .. 68 Inangahua .. . . 198 . . 7 15 101 16 139* Grey .. . • .. 301 57 46 11 87 | 62 263 Westland .. .. 493 .. 83 142 78 76 379 Waipara . . . . 300 Kowa' .. .. .. 177 .. .. .. '" • • ! Ashley .. .. . . 164 Rangiora .. .. 135 .. .. .. Eyre .. .. .. 147 .. • • ! 1 • Oxford .. .. 228 .. .. .. . ■ 1 Tawera.. . . .. 195 .. .. .. • • ! | Malvern .. . . 395 .. .. .. j "I Paparua . . . . 490 .. .. . . W aimairi .. .. 165 .. .. 14 ■' ''I Heathcote . . . . 54 . . . . .. . • 10 10 Halswell .. . . 64 . . .. .. " Mount Herbert .. .. 46 .. • • I '' I I I Akaroa.. .. .. 174 .. 12 18 .. .. 30 Wairewa .. 123 Springs.. .. . . : 103 Ellesmere .. .. 263 .. Selwyn .. .. 1,685 .. . ■ Ashburton . . .. 418* .. .. . • Geraldine .. .. 565 .. .. .. Levels .. .. .. 452 .. .. .. ... Mackenzie .. .. 628 . . . . .. ... Waimate .. . . 802 . . . . . . Waitaki .. .. 922 .. .. .. .. j Waihemo .. . . 262 .. Waikouaiti .. .. 315 .. .. j Peninsula .. .. 141 .. . .. Taieri .. .. .. 444 ... 65 .. .. 65 Bruce .. .. .. 385 j 56 • • • • •' Clutha .. .. .. 852 .. 1 .. 45 .. .. 45 Tuapeka .. .. 600 .. .. ,. •• •• Maniototo .. .. 820 Vincent .. .. 620 Lake .. .. .. 348 Southland .. .. 2,364 .. .. .. 6 6 12 Wallace .. .. 832 .. .. 19 .. .. 19 Fiord .. .. .. .. .. Stewart Island .. .. 17 Totals .. ..20,707 89 I 251 _ 710 j 390 199 1,639 * Estimated. Note. —Bridle-tracks are included under unformed roads.

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MAP OF THE NORTH ISLAND

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MAP OF THE SOUTH ISLAND

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MAP OF THE NORTH ISLAND

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MAP OF THE SOUTH ISLAND

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MAP OF NORTH AUCKLAND HIGHWAY DISTRICT SHOWING COUNTIES, RAILWAYS, AND MAIN HIGHWAYS

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NEW ZEALAND. Map of the NORTH ISLAND, showing the DENSITY OF POPULATION IN EACH COUNTY.

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NEW ZEALAND. Map of the SOUTH ISLAND, showing the DENSITY OF POPULATION IN EACH COUNTY.